CN102395496B - Drive force control device - Google Patents
Drive force control device Download PDFInfo
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- CN102395496B CN102395496B CN200980158715.7A CN200980158715A CN102395496B CN 102395496 B CN102395496 B CN 102395496B CN 200980158715 A CN200980158715 A CN 200980158715A CN 102395496 B CN102395496 B CN 102395496B
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
- B60W2710/0661—Speed change rate
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
Abstract
Provided is a drive force control device (100) which controls a drive force of a vehicle (1) by controlling an engine torque generated by an internal combustion engine (10) mounted on the vehicle (1) and an engine rpm of the internal combustion engine (10) according to an operation amount of the drive force request operation for the vehicle (1). When an operation point of the internal combustion engine (10) based on the engine torque and the engine rpm is in an optimal fuel consumption band (X) as a region set with a predetermined hysteresis width (a) for an optimal fuel consumption line (L) of the internal combustion engine (10), a rotation fluctuation suppression control is executed to suppress fluctuation of the engine rpm, which improves efficiency of the entire drive system.
Description
Technical field
The present invention relates to driving-force control apparatus, particularly control the driving-force control apparatus of the propulsive effort of vehicle.
Background technology
As control, take the existing driving-force control apparatus with the propulsive effort of the vehicles such as car, lorry, the driving-force control apparatus that for example has the vehicle that patent documentation 1 records, compare the best burnup line that the efficiency based on driving engine and toric transmission obtains, according to the operating point being set in the shift cable of slow speed of revolution side, control converter speed ratio in practical region, thereby suppress the rise of rotational speed amplitude that practical region has started.Thus, the driving-force control apparatus of the vehicle that this patent documentation 1 is recorded, can suppress the rotation change of driving engine, in other words follow in the consumption of fuel of the inertia torque part of the rotation change of the input shaft of toric transmission, the situation that efficiency is as a whole compared with the operating point control converter speed ratio on best burnup line increases, and burnup amount improves.
Patent documentation 1: TOHKEMY 2001-328464 communique
Summary of the invention
, in the driving-force control apparatus of the vehicle of recording at above-mentioned patent documentation 1, for example, because the operating point in the shift cable to set is controlled converter speed ratio, so reduce driving engine inertia torque change aspect limited.For this reason, in so existing driving-force control apparatus, expectation further improves drive system efficiency on the whole.
Therefore, the object of the present invention is to provide a kind of driving-force control apparatus that can improve drive system efficiency on the whole.
In order to reach above-mentioned purpose, the propulsive effort of driving-force control apparatus of the present invention based on to vehicle requires the operational ton of operation, to being equipped on the internal-combustion engine rotational speed of engine torque that the combustion engine of this vehicle produces and this combustion engine, control the propulsive effort of this vehicle, it is characterized in that, in the situation that the operating point of the described combustion engine corresponding with described engine torque and described internal-combustion engine rotational speed is in best burnup band, the output that described propulsive effort based on current reality requires the operational ton of operation to carry out described combustion engine is controlled, and, carry out following rotation change inhibitory control: for the rotation of the described combustion engine of accepting to be passed, export and make the change-speed box of described internal-combustion engine rotational speed speed change carry out variable speed control, based target internal-combustion engine rotational speed, so that actual internal-combustion engine rotational speed becomes the converter speed ratio that the mode of described target internal-combustion engine rotational speed is controlled described change-speed box, suppress thus the change of the described internal-combustion engine rotational speed of reality, wherein, this best burnup band is to set the region with respect to the best burnup line of described combustion engine with regulation hysteresis amplitude for.
In addition, in above-mentioned driving-force control apparatus, also can be configured to, possess: target control amount computing mechanism, this target control amount computing mechanism requires the operational ton of operation based on described propulsive effort, calculate the change-speed box target control amount that the change-speed box of described internal-combustion engine rotational speed speed change was exported and made in the combustion engine target control amount of described combustion engine and the rotation of this combustion engine that acceptance is passed; Combustion engine control mechanism, the output that this combustion engine control mechanism carries out described combustion engine based on described combustion engine target control amount is controlled; And speed changing control mechanism, this speed changing control mechanism carries out the variable speed control of described change-speed box based on described change-speed box target control amount; Described target control amount computing mechanism, in the situation that the operating point of described combustion engine in described best burnup band, thinks that described operational ton does not change the described change-speed box target control amount that calculates.
In addition, in above-mentioned driving-force control apparatus, also can be configured to, possess: target control amount computing mechanism, this target control amount computing mechanism requires the operational ton of operation based on described propulsive effort, calculate the change-speed box target control amount that the change-speed box of described internal-combustion engine rotational speed speed change was exported and made in the combustion engine target control amount of described combustion engine and the rotation of this combustion engine that acceptance is passed; Combustion engine control mechanism, the output that this combustion engine control mechanism carries out described combustion engine based on described combustion engine target control amount is controlled; And speed changing control mechanism, this speed changing control mechanism carries out the variable speed control of described change-speed box based on described change-speed box target control amount; Described change-speed box target control amount is as the target input rotative speed of the input rotative speed of the target to the input of described change-speed box or as the target internal-combustion engine rotational speed of the described internal-combustion engine rotational speed of target; Described target control amount computing mechanism, in the situation that the operating point of described combustion engine, in described best burnup band, keeps described change-speed box target control amount.
In addition, in above-mentioned driving-force control apparatus, also can be configured to, possess the set mechanism that state based on described vehicle is set described regulation hysteresis amplitude.
In addition, in above-mentioned driving-force control apparatus, also can be configured to, described set mechanism is based on along with described internal-combustion engine rotational speed change, the loss of generation and the efficiency of internal combustion engine of described combustion engine are set described regulation hysteresis amplitude.
In addition, in above-mentioned driving-force control apparatus, also can be configured to the speed of a motor vehicle of described set mechanism based on described vehicle or require operation to set described regulation hysteresis amplitude to the propulsive effort of described vehicle.
In addition, in above-mentioned driving-force control apparatus, also can be configured to, the distribution proportion of the propulsive effort of described set mechanism based on being realized by described vehicle is set described regulation hysteresis amplitude.
In addition, in above-mentioned driving-force control apparatus, also can be configured to, the state of the ambient environment of described set mechanism based on described vehicle is set described regulation hysteresis amplitude.
In addition, in above-mentioned driving-force control apparatus, also can be configured to, described set mechanism, the amplitude of fluctuation of the speed of a motor vehicle based on described vehicle, the amplitude of fluctuation of the described speed of a motor vehicle be in predefined the first specialized range during, to the propulsive effort of described vehicle require the amplitude of fluctuation of the operational ton of operation be in predefined the second specialized range during, the distribution of the propulsive effort of being realized by described vehicle, the speed limit information of the road of described Vehicle Driving Cycle, the block information of the road of described Vehicle Driving Cycle, the range information of the turning information of the road of described Vehicle Driving Cycle or travel thing and this vehicle that travel in the place ahead of described vehicle, set described regulation hysteresis amplitude.
Invention effect
According to driving-force control apparatus involved in the present invention, can improve drive system efficiency on the whole.
Accompanying drawing explanation
Fig. 1 means the summary pie graph of the vehicle that has been suitable for the related driving-force control apparatus of embodiments of the present invention 1.
Fig. 2 is the summary pie graph that has been suitable for the driving engine that the vehicle of the related driving-force control apparatus of embodiments of the present invention 1 possesses.
Fig. 3 is the summary pie graph of the related driving-force control apparatus of embodiments of the present invention 1.
Fig. 4 is the throttle opening mapping graph of the related driving-force control apparatus of embodiments of the present invention 1.
Fig. 5 is the line chart of the best burnup band of the related driving-force control apparatus of explanation embodiments of the present invention 1.
Fig. 6 is the engine speed mapping graph of the related driving-force control apparatus of embodiments of the present invention 1.
Fig. 7 is the diagram of circuit that the propulsive effort of the related driving-force control apparatus of explanation embodiments of the present invention 1 is controlled.
Fig. 8 is the sequential chart of the example controlled of the propulsive effort of the related driving-force control apparatus of explanation embodiments of the present invention 1.
Fig. 9 is the summary pie graph of the related driving-force control apparatus of embodiments of the present invention 2.
Figure 10 is the summary pie graph of the related driving-force control apparatus of embodiments of the present invention 3.
Figure 11 is the propulsive effort mapping graph of the related driving-force control apparatus of embodiments of the present invention 3.
Figure 12 means the summary pie graph of the vehicle that has been suitable for the related driving-force control apparatus of embodiments of the present invention 4.
Figure 13 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 4.
Figure 14 means the summary pie graph of the vehicle that has been suitable for the related driving-force control apparatus of embodiments of the present invention 5.
Figure 15 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 5.
Figure 16 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 5.
Figure 17 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 5.
Figure 18 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 5.
Figure 19 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 5.
Figure 20 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 5.
Figure 21 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 5.
Figure 22 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 5.
Description of reference numerals
1 vehicle
3 change-speed boxs
10 driving engines (combustion engine)
10A acceleration pedal
51ECU
100,200,300,400,500 driving-force control apparatus
110,210,310 target control amount calculating parts (target control amount computing mechanism)
111,211 target throttle valve calculating parts
112,212,315 operating point detection units
113,214,316 conciliation portions
114,213,314 target engine speed calculating parts
120 engine control portions (combustion engine control mechanism)
130 transmission control portions (speed changing control mechanism)
311 target drive force calculating parts
312 target output calculating parts
313 target engine torque calculation portion
440,540 hysteresis amplitude configuration parts (set mechanism)
441 supposition loss calculating parts
442 actual loss calculating parts
443 engine efficiency calculating parts
444 compare determination portion
550 homing advices
551 radars
The best burnup line of L
The best burnup band of X
α hysteresis amplitude
The specific embodiment
Below, based on accompanying drawing, the embodiment of driving-force control apparatus involved in the present invention is elaborated.In addition, and can't help this embodiment the present invention is limited.In addition, for the inscape in following embodiment, comprise that those skilled in the art can replace and easy inscape that obtain or that essence is identical.
(embodiment 1)
Fig. 1 means the summary pie graph of the vehicle that has been suitable for the related driving-force control apparatus of embodiments of the present invention 1, Fig. 2 is the summary pie graph that has been suitable for the driving engine that the vehicle of the related driving-force control apparatus of embodiments of the present invention 1 possesses, Fig. 3 is the summary pie graph of the related driving-force control apparatus of embodiments of the present invention 1, Fig. 4 is the throttle opening mapping graph of the related driving-force control apparatus of embodiments of the present invention 1, Fig. 5 is the line chart of the best burnup band of the related driving-force control apparatus of explanation embodiments of the present invention 1, Fig. 6 is the engine speed mapping graph of the related driving-force control apparatus of embodiments of the present invention 1, Fig. 7 is the diagram of circuit that the propulsive effort of the related driving-force control apparatus of explanation embodiments of the present invention 1 is controlled, Fig. 8 is the sequential chart of the example controlled of the propulsive effort of the related driving-force control apparatus of explanation embodiments of the present invention 1.
In addition, in following illustrated embodiment, as shown in Figure 1, so that being assembled into situation about forming in ECU51, driving-force control apparatus 100 of the present invention describes.That is, in following illustrated embodiment, so that by driving-force control apparatus 100, the situation by ECU51 dual-purpose describes.Wherein, also can be configured to, driving-force control apparatus 100 of the present invention forms dividually with ECU51, and it is connected with ECU51.
The related driving-force control apparatus 100 of present embodiment as shown in Figure 1, is equipped on and takes with vehicles 1 such as car, lorries, controls the propulsive effort of this vehicle 1.This driving-force control apparatus 100 is useful in and is equipped with in power that power generating mechanism the is produced vehicle via the change-speed box of torque converter input.
At this, first, vehicle 1 as shown in Figure 1, is used as power 10 use of the driving engine as combustion engine generation source and travels.In this embodiment, driving engine 10 is to using gasoline as the shuttle spark-ignited internal combustion engine of fuel, but driving engine 10 is not limited thereto.Driving engine 10 can be for example to using LPG or alcohol as the spark-ignited internal combustion engine of fuel, can be also so-called revolving spark-ignited internal combustion engine, can also be diesel engine.In addition, vehicle 1 can be also except driving engine 10, also to possess the motor vehicle driven by mixed power of electro-motor as the power source that produces.
Vehicle 1 possesses driving engine 10, torque converter 2, change-speed box 3, transmission shaft 4, differential gear 5, rear wheel driving axle 6, wheel (front-wheel) 7F and wheel (trailing wheel) 7R and the brake equipment 8 as combustion engine.
Driving engine 10 is power generating mechanisms, is equipped on vehicle 1, corresponding to each wheel 7R generation propulsive effort that operates in vehicle 1 as driving the acceleration pedal 10A of operating unit.Driving engine 10 carries in direct of travel (the arrow Y-direction in Fig. 1) the place ahead of vehicle 1, drives the wheel 7R of left and right via torque converter 2, change-speed box 3, transmission shaft 4, differential gear 5, rear wheel driving axle 6.And the wheel 7F of left and right becomes the wheel flutter of vehicle 1.Like this, the drive form so-called FR(Front Engine Rear Drive of vehicle 1 employing).In addition, the related driving-force control apparatus 100 of present embodiment can independently be adapted in the vehicle of the various drive forms that possess driving engine 10 with drive form.About this driving engine 10, will in Fig. 2 described later, be elaborated.
Torque converter 2 is a kind of of fluid clutch, is arranged on the outgoing side of driving engine 10, will via the working oil as fluid, transmit from the power of driving engine 10 outputs, or directly transmits.Torque converter 2 for example has mechanism for locking up, and as prescribed torque ratio makes to increase from the output torque (propulsive effort) of driving engine 10, or directly to export transmission of torque to change-speed box 3.Namely, the power that driving engine 10 produces is input to change-speed box 3 via torque converter 2.
Change-speed box 3 is arranged on the outgoing side of driving engine 10, and the rotation output of the driving engine 10 that acceptance is passed, carries out speed change to the output rotative speed of this driving engine 10.In other words, change-speed box 3 is for the top condition of the motoring condition according to corresponding to vehicle 1, by the propulsive effort from driving engine 10, export transmission of torque to road surface, is arranged on the outgoing side of driving engine 10.
Change-speed box 3 can be to as being input to the input rotative speed of change-speed box 3 and carrying out infinitely from the converter speed ratio of the ratio of the output rotative speed of change-speed box 3 output the toric transmission (CVT:Continuously Variable Transmission) that (continuously) control, and (discontinuously) controls the step change transmission (AT:Automatic Transmission) of converter speed ratio also can to make level.In step change transmission, the step change transmission of the multiple stage forming such as having a plurality of planetary gear apparatuss of combination and power-transfer clutch etc.In toric transmission, such as having the toric transmission of anchor ring formula or belt-type toric transmission etc.Toric transmission as anchor ring formula, via being sandwiched at the input disc of the turning unit as input side and as the live roll as transferring elements between the output panel of the turning unit of outgoing side, transmitting torque between each dish, and make live roll camber roll that converter speed ratio is changed.As belt-type toric transmission, by as transmit head pulley from the turning unit of the input side of the propulsive effort of driving engine 10, as make to be passed to propulsive effort on head pulley change the line output of going forward side by side outgoing side turning unit auxiliary pulley and the belt as transferring elements that is delivered to propulsive effort on this head pulley and passes to auxiliary pulley is formed, the contact radius of belt and pulley is changed, thereby converter speed ratio is changed.In addition, in toric transmission, except above-mentioned formation, be located in addition motor vehicle driven by mixed power and the speed-changing mechanism of the stepless that formed by a plurality of planetary gear apparatuss etc. etc.Unless otherwise specified, the toric transmission of controlling converter speed ratio as infinitely (continuously) describes the change-speed box 3 of present embodiment.
Transmission shaft 4 is wheel (trailing wheel) the 7R side to rear side by the transmission of power from change-speed box 3 outputs.Transmission shaft 4 is connected with the rear wheel driving axle 6 of left and right via differential gear 5.On rear wheel driving axle 6, be connected with the wheel 7R of the trailing wheel that becomes left and right.Vehicle 1, by the power-transmission system forming as described above, is given each wheel 7R by the output transmission of torque of driving engine 10.
In the wheel 7F, the 7R that operate in vehicle 1 of brake equipment 8 corresponding to brake pedal 8A, produce braking force.On each wheel 7F, 7R, be respectively equipped with the 8B of hydraulic braking portion of brake equipment 8.In addition, in the hydraulic efficiency pressure system of action liquid that connects and composes the master cylinder 8C of brake equipment 8 and the wheel cylinder 8D of the 8B of hydraulic braking portion, be provided with brake actuator 8e, this brake actuator 8e differently increases and decreases the hydraulic pressure in wheel cylinder 8D with the brake operating (brake operation) of the brake pedal 8A being undertaken by chaufeur, and the braking force that the 8B of hydraulic braking portion via formations such as slipper or brake rotors is given to each wheel 7F, 7R is controlled.Vehicle 1 produces braking force by the brake equipment 8 forming as described above at wheel 7F, 7R.
Then, as shown in Figure 2, driving engine 10 is by fuel injection valve 41 described later, fuel atomizing to be directly injected to the driving engine of injecting type in the multiple-cylinder cylinder in combustion chamber 18, be arranged to can the interior reciprocating piston 14 in cylinder hole 13 carry out twice reciprocal during, a series of four strokes that formed by intake stroke, compression stroke, expansion stroke and exhaust stroke have been carried out, so-called four-stroke motor.
This driving engine 10 tightens intrinsic cylinder cap 12 at cylinder body 11, and in being formed at a plurality of cylinders hole 13 of this cylinder body 11, moving up and down respectively chimericly freely has a piston 14.And, at the fastening crankcase 15 in the bottom of cylinder body 11, in the interior rotation of this crankcase 15, supporting freely bent axle 16, each piston 14 is connected with this bent axle 16 respectively via pipe link 17.In addition, in the bottom of this crankcase 15, storing the oil of the each several part that is supplied to driving engine 10.
The wall in the cylinder hole 13 of combustion chamber 18 in cylinder body 11, as the cylinder inner top of the lower surface of cylinder cap 12 and the end face of piston 14, form the ridge shape that this combustion chamber 18 presents top, tilts as the central portion of the cylinder inner top of the lower surface of cylinder cap 12 with uprising.Combustion chamber 18 can combustion fuel and the mixture gas of air, and the cylinder inner top on the top as this combustion chamber 18 forms admission port 19 and exhausr port 20 opposite to each other, and the bottom of air inlet valve 21 and blow off valve 22 is positioned at respectively this admission port 19 and exhausr port 20.This air inlet valve 21 and blow off valve 22 be the mobile cylinder cap 12 that is supported on freely vertically, and, in the direction (top in Fig. 2) of closing admission port 19 and exhausr port 20, be biased and support.In addition, in cylinder cap 12, inlet camshaft 23 and exhaust camshaft 24 are being supported in rotation freely, and inlet cam 25 and exhaust cam 26 contact with the upper end of air inlet valve 21 and blow off valve 22.
In addition, though not shown, but be fixedly connected on the crankshaft sprocket of bent axle 16 and be fixedly connected on respectively inlet camshaft 23 and each camshaft sprocket of exhaust camshaft 24, hanging the timing chain of annular, bent axle 16, inlet camshaft 23 and exhaust camshaft 24 be interlock mutually.
Therefore, when inlet camshaft 23 and exhaust camshaft 24 and bent axle 16 synchronously rotate, inlet cam 25 and exhaust cam 26 as prescribed timings move up and down air inlet valve 21 and blow off valve 22, thus, open and close admission port 19 and exhausr port 20, can be communicated with respectively admission port 19 and combustion chamber 18, combustion chamber 18 and exhausr port 20.In this case, this inlet camshaft 23 and exhaust camshaft 24 are set for, rotate a circle (360 degree) during bent axle 16 rotation two weeks (720 degree).For this reason, driving engine 10, during bent axle 16 rotation two weeks, has been carried out intake stroke, compression stroke, expansion stroke, these four strokes of exhaust stroke, and now, inlet camshaft 23 and exhaust camshaft 24 rotate a circle.
In addition, the valve system of this driving engine 10 becomes and corresponding to operative condition, air inlet valve 21 and blow off valve 22 is controlled to air inlet/exhaust variable valve mechanism (VVT:Variable Valve Timing-intelligent) 27,28 of best opening and close timing.Air inlet/exhaust variable valve mechanism 27,28 as this variable valve actuator for air is configured to, shaft end at inlet camshaft 23 and exhaust camshaft 24 is provided with VVT controller 29,30, make hydraulic action from pilot operated valve device 31,32 in not shown advance angle chamber and the angle of lag chamber of this VVT controller 29,30, change thus camshaft 23,24 phase places with respect to camshaft sprocket, the opening/closing time of air inlet valve 21 and blow off valve 22 can be formed to advance angle or angle of lag.In this case, air inlet/exhaust variable valve mechanism 27,28 is made as the angle of action (operating period) of air inlet valve 21 and blow off valve 22 constant, and its opening/closing time is formed to advance angle or angle of lag.In addition, at inlet camshaft 23 and exhaust camshaft 24, be provided with detect its rotatable phase cam-position sensor 33,34(also with reference to Fig. 1).
On admission port 19, via induction maniflod 35, connect dashpots 36, this dashpot 36 is connected with air inlet pipe 37, at the air of this air inlet pipe 37, is taken into airfilter 38 mouthful is installed.And, in the air-flow direction downstream of this airfilter 38, be provided with the electronic throttle device 40 as Load Regulation mechanism with flow regulating valve 39.In addition, on cylinder cap 12, the fuel injection valve 41 as fuel injection mechanism to combustion chamber 18 direct fuel injections is installed.This fuel injection valve 41 be positioned at admission port 19 sides and above-below direction inclination predetermined angular configure.During this fuel injection valve 41 can flow with the air inlet being generated by combustion chamber 18, the mode of subsidiary fuel is towards the end face burner oil of piston 14.The fuel injection valve 41 being arranged on each cylinder is connected with distribution pipe 42, on this distribution pipe 42, via high-pressure fuel pipe 43, connects high pressure fuel pump (petrolift) 44.And then, on cylinder cap 12, the top the light-up plug 45 to ignition of mixed gas that are positioned at combustion chamber 18 are installed.
On the other hand, at exhausr port 20, via dontake pipe 46, connect freeing pipes 47, at this freeing pipe 47, the three-way catalyst 48,49 that carries out purifying treatment to being contained in the objectionable impuritiess such as HC, CO in exhaust gas, NoX is installed.In addition, be provided with the Starting motor 50 of carrying out rotational power output at driving engine 10, miniature gears and Ring gear not shown when engine starting mesh, and then, rotational force, from miniature gears to Ring gear transmission, can make bent axle 16 rotations.
, as shown in Figure 1 and Figure 2, in vehicle 1, microcomputer is formed as center, be equipped with the electronic control unit (ECU:Electronic Control Unit) 51 that can control the each several part of driving engine 10.ECU51 is electrically connected to the each several part of the vehicles 1 such as brake actuator 8e of driving engine 10, change-speed box 3, brake equipment 8, can control these parts of vehicle 1.This ECU51 can control throttle opening (throttle opening in the situation of flow regulating valve 39 standard-sized sheets is made as to 100%) of the fuel injection time of fuel injection valve 41 or the point of ignition of light-up plug 45, electronic throttle device 40 etc., based on engine operating status such as detected air amount amount, intake temperature, intake pressure (intake pipe negative pressure), throttle opening, accelerator open degree, engine speed, engine coolant temperatures, determine fuel injection amount, injecting time, point of ignition, throttle opening etc.
; air-flow direction upstream side installing gas flow sensor 52 and air inlet temperature sensor 53 at air inlet pipe 37; in addition; at dashpot 36, be provided with air inlet pressure sensor 54, measured air amount amount, intake temperature, intake pressure (intake pipe negative pressure) can be exported to ECU51.
In addition, engine load sensor 55 is installed in electronic throttle device 40, current throttle opening is exported to ECU51.At this, ECU51 can calculate the engine load (rate of load condensate) as engine load based on detected throttle opening or air amount amount.
On acceleration pedal 10A, be provided with accelerator open degree sensor 56, accelerator open degree sensor 56 outputs to ECU51 by current accelerator open degree (accelerator open degree will speed up in the situation of standard-sized sheet is made as 100%).In addition, this accelerator open degree sensor 56, as for judging that chaufeur is to the having or not and the parameter of chaufeur to the acceleration request amount of vehicle 1 of the acceleration request of vehicle 1, detect the accelerator open degree corresponding with the degree of entering into of acceleration pedal 10A of vehicle 1 that is equipped with driving engine 10.That is the accelerator open degree that, accelerator open degree sensor 56 detects and chaufeur are suitable to the operational ton of the acceleration request operation of vehicle 1.Further, the accelerator open degree that accelerator open degree sensor 5 detects with corresponding to chaufeur to the propulsive effort of the acceleration request of vehicle 1 require operation operational ton suitable.Namely, the accelerator open degree that accelerator open degree sensor 56 detects is suitable with the value that requires propulsive effort vehicle 1 being required corresponding to chaufeur.
And then, on bent axle 16, be provided with crank angle sensor 57, export the degree in crank angle detecting to ECU51, ECU51 differentiates intake stroke, compression stroke, expansion stroke, the exhaust stroke of each cylinder based on degree in crank angle, simultaneously calculation engine rotating speed.In addition, at this, in other words, engine speed is corresponding to the rotative speed of bent axle 16, if the rotative speed of this bent axle 16 uprises, the rotating speed of bent axle 16, be that the engine speed of driving engine 10 also uprises.
In addition, at cylinder body 11, be provided with the cooling-water temperature sensor 58 that detects engine cooling water temperature, the engine coolant temperature detecting is exported to ECU51.In addition, the combustion pressure sensor 59 that detects fuel pressure is set on the distribution pipe 42 being communicated with each fuel injection valve 41, exports the fuel pressure detecting to ECU51.
On the other hand, on freeing pipe 47, at the exhaust gas flow direction upstream side of three-way catalyst 48, be provided with the A/F sensor 60 of the air/fuel ratio that detects driving engine 10, in exhaust gas flow direction downstream, be provided with exhaust gas oxygensensor 61.A/F sensor 60 detects the exhaust gas air/fuel ratio that is fed to three-way catalyst 48 exhaust gas before, the air/fuel ratio detecting is exported to ECU51, exhaust gas oxygensensor 61 detects the oxygen concentration of the exhaust gas after three-way catalyst 48 is discharged, and exports the oxygen concentration detecting to ECU51.By the detected air/fuel ratio of this A/F sensor 60 (supposition air/fuel ratio), for the air/fuel ratio (chemically correct fuel) of the miscellaneous gas to by air amount and fuel mix, carry out controlled reset.; A/F sensor 60 detects exhaust air-fuel ratio according to the oxygen concentration in exhaust gas and unburned gas concentration in the whole region from oxygen enrichment region to oxygen deprivation region; fed back to ECU51; revise thus fuel injection amount, can control and become the optimal combustion state that makes burning coupling operative condition.
In addition, near each wheel 7F, the 7R of vehicle 1, be respectively equipped with vehicle-wheel speed sensor 62, export each wheel 7F detecting, the rotative speed of 7R to ECU51.ECU51 can be based on being detected by each vehicle-wheel speed sensor 62 the rotative speed of each wheel 7F, 7R calculate the speed of a motor vehicle of vehicle 1.In addition, ECU51 is the testing result based on vehicle-wheel speed sensor 62 not also, but for example the testing result based on output speed sensor 65 described later is calculated the speed of a motor vehicle of vehicle 1.
In addition, be provided with brake pedal sensor 63 on brake pedal 8A, brake pedal sensor 63 is connected the ON(of the brake operating detecting)/OFF(disconnects), pedal stroke or pedal force export to ECU51.In addition, this brake pedal sensor 63 detect chaufeurs to the operation of brake pedal 8A, be brake operating.
In addition, at the input side (driving engine 10 sides) of change-speed box 3, be provided with input speed sensor 64, by what detect, the input speed of change-speed box 3 (input rotative speed) exported to ECU51.Outgoing side (wheel (trailing wheel) 7R side) at change-speed box 3 is provided with output speed sensor 65, and the output speed from change-speed box 3 detecting (output rotative speed) is exported to ECU51.In addition, the turning unit based on with input side is (for example respectively for input speed sensor 64, output speed sensor 65, if anchor ring formula toric transmission is input disc, if belt type continuously variable transmission is head pulley), the turning unit of outgoing side (for example, if anchor ring formula toric transmission is output panel, if belt type continuously variable transmission is auxiliary pulley) the rotating speed of the parts that are rotated of the proportional rotating speed of rotating speed (rotative speed) (rotative speed) detect.In addition, substantially corresponding with the engine speed of output speed as driving engine 10 to the input speed of this change-speed box 3.
Therefore, the fuel pressure of ECU51 based on detecting, so that becoming the mode of authorized pressure, this fuel pressure drives high pressure fuel pump 44, and, the engine operating status such as the air amount amount based on detecting, intake temperature, intake pressure, throttle opening, accelerator open degree, engine speed, engine coolant temperature are determined fuel injection amount (fuel is between injection period), injecting time, point of ignition etc., and driving fuel shooting valve 41 and light-up plug 45 are carried out fuel and sprayed and light a fire.In addition, the oxygen concentration of the exhaust gas that ECU51 feedback detects, so that air/fuel ratio becomes the mode correction fuel injection amount of stoichiometric proportion (chemically correct fuel).
In addition, ECU51 can control air inlet/exhaust variable valve mechanism 27,28 based on engine operating status.; when low temperature, during engine starting, during tickover or the light hours; by eliminating the stack of the apolipsis time of blow off valve 22 and the open hour of air inlet valve 21; the amount that exhaust gas blows back admission port 19 or combustion chamber 18 can be reduced, the raising of the stable and burnup amount of burning can be realized.In addition, when middle load, by strengthening this stack, can improve internal EGR rate and the row's of making gas purification efficiency raising, and can reduce pumping loss and improve burnup amount.And then, when the low middle rotation of high load capacity, by the apolipsis time of air inlet valve 21 is formed to advance angle, reduce the amount that air inlet blows back admission port 19, volume efficiency (VE) is improved.And, when the high rotation of high load capacity, the apolipsis time of air inlet valve 21 is formed to angle of lag corresponding to rotating speed, form the timing consistent with the force of inertia of air amount, volume efficiency (VE) is improved.
In the driving engine 10 forming as described above, by making piston 14 in the interior decline in cylinder hole 13, via admission port 19, air intake is arrived in combustion chamber 18 (intake stroke), by making this piston 14 carry out pressurized air (compression stroke) through intake stroke bottom dead points in the interior rising in cylinder hole 13.Now, by intake stroke or compression stroke, from fuel injection valve 41 to the interior burner oil of combustion chamber 18, this fuel mixes with air and forms mixture gas.And in the time of near piston 14 approaches compression stroke top dead center, by 45 pairs of ignition of mixed gas of light-up plug, this mixture combustion, makes piston 14 declines (expansion stroke) by its combustion pressure.By making piston 14 again increase towards intake stroke top dead point through expansion stroke bottom dead point, the mixture gas after burning is discharged (exhaust stroke) via exhausr port 20 as exhaust gas.The crank motion of this piston 14 in cylinder hole 13 is delivered to bent axle 16 via pipe link 17, at this, be converted to and rotatablely move, as output, be acquired, and, by bent axle 16, under force of inertia effect, be further rotated together with counterweight, along with the rotation of this bent axle 16, this piston 14 is interior reciprocal in cylinder hole 13.This bent axle 16 rotation two weeks, piston 14 is interior reciprocal twice in cylinder hole 13, has carried out during this period formed a series of four strokes of intake stroke, compression stroke, expansion stroke and exhaust stroke, in combustion chamber 18, once explodes.
At this, the ECU51 by dual-purpose as the driving-force control apparatus 100 of present embodiment, combination engine 10 and change-speed box 3 are controlled the propulsive effort of vehicle 1, running that can control engine 10, and can control the converter speed ratio (or gear) of change-speed box 3.The accelerator open degree (acceleration operation amount) of driving-force control apparatus 100 based on suitable to the operational ton of the propulsive effort requirement operation (acceleration request operation) of vehicle 1 with chaufeur, coordinate control engine 10 and change-speed box 3, the motor torque of the engine torque that control produces as driving engine 10 and as the engine speed of internal-combustion engine rotational speed, thus the propulsive effort of vehicle 1 controlled.In addition, the accelerator open degree that this accelerator open degree sensor 56 detects as described above, is equivalent to the value that propulsive effort is corresponding that requires vehicle 1 being required with chaufeur.
And the driving-force control apparatus of present embodiment 100 suppresses engine speed change rotation change by carrying out under rated condition suppresses variable speed control (rotation change inhibitory control), the raising of the drive system that has realized vehicle 1 efficiency on the whole.; the driving-force control apparatus 100 of present embodiment suppresses drive system that variable speed control improves vehicle 1 efficiency on the whole by carrying out following rotation change;; in the situation that the operating point of the driving engine 10 corresponding with motor torque and engine speed is in having in the best burnup band in region of regulation hysteresis amplitude as setting best burnup line with respect to driving engine 10 for, suppress the change of engine speed.
Particularly, by dual-purpose as the ECU51 of the related driving-force control apparatus 100 of present embodiment as shown in Figure 1, Figure 3, aspect concept of function, be provided with target control amount calculating part 110 as target control amount computing mechanism, as the engine control portion 120 of combustion engine control mechanism with as the transmission control portion 130 of speed changing control mechanism.
At this, the ECU51 by dual-purpose as this driving-force control apparatus 100 forms microcomputer as center, has handling part 51a, storage part 51b and the 51c of input and output portion, and they interconnect, and can mutually join signal.In the 51c of input and output portion, be connected with the not shown driving circuit that the each several part of the vehicle 1 to comprising driving engine 10, change-speed box 3 drives, above-mentioned various sensors, the 51c of this input and output portion carries out the input and output of signal between these sensors.In addition, in storage part 51b, holding the computer program that the each several part of the vehicle 1 to comprising driving engine 10, change-speed box 3 is controlled.This storage part 51b can be by the non-volatile memories such as hard disk unit or magneto-optical disc apparatus or flash memory (CD-ROM etc. only can read like that storage medium) or RAM(Random Access Memory) the constituting of such volatile storage or they.Handling part 51a is by not shown memory device and CPU(Central Processing Unit) form, at least there is above-mentioned target control amount calculating part 110, engine control portion 120, transmission control portion 130.The testing result obtaining by the sensor based on being located at each several part, by handling part 51a, described computer program is read in the memory device that is assembled in this handling part 51a and is calculated, result corresponding to calculation transmits control signal, and carries out thus the various controls of being undertaken by driving-force control apparatus 100.Now, handling part 51a suitably holds the numerical value in calculation way to storage part 51b, takes out in addition the numerical value holding and carries out calculation.In addition, in the situation that control comprises the each several part of the vehicle 1 of this driving engine 10, also can substitute described computer program, but control by the specialized hardware different from ECU51.
And target control amount calculating part 110 is based on the detected accelerator open degree of accelerator open degree sensor 56 (acceleration operation amount), the change-speed box target control amount of the combustion engine target control amount of calculation engine 10 and change-speed box 3.The combustion engine target control amount of being calculated by target control amount calculating part 110 is the controlling quantity that becomes the target that the output of driving engine 10 controls, and the change-speed box target control amount of being calculated by target control amount calculating part 110 is the controlling quantity of target that becomes the variable speed control of change-speed box 3.
Engine control portion 120 carrys out the running of control engine 10 based on combustion engine target control amount, carry out the output of this driving engine 10 and control.Engine control portion 120 is based on this combustion engine target control amount substantially, throttle opening of the point of ignition of the fuel injection time of the fuel injection valve 41 of driving engine 10 or light-up plug 45, electronic throttle device 40 etc. is controlled, thus the output of control engine 10.
Transmission control portion 130 carries out the variable speed control of change-speed box 3 based on change-speed box target control amount.Transmission control portion 130 is based on this change-speed box target control amount substantially, each several part to change-speed box 3 is controlled, thus control be imported into the input rotative speed of change-speed box 3 and the output rotative speed being output from change-speed box 3 ratio, be converter speed ratio (being gear for step change transmission at change-speed box 3).
The target control amount calculating part 110 of present embodiment as combustion engine target control amount calculate target throttle opening, be target throttle valve, as change-speed box target control amount calculate target engine speed, be target engine speed.
And, this target control amount calculating part 110 in the situation that the operating point of driving engine 10 in best burnup band, as the calculation of parameter target engine speed that there is no the variation of accelerator open degree sensor 56 detected accelerator open degrees.And, transmission control portion 130 is based on this target engine speed, so that actual engine speed becomes the converter speed ratio that the mode of target engine speed is controlled change-speed box 3, carry out variable speed control, thus, in the situation that the operating point of driving engine 10 is carried out the rotation change inhibition variable speed control that suppresses engine speed change in best burnup band.
In addition, as described above, engine speed as the output speed of driving engine 10, substantially with to the input speed of change-speed box 3, be corresponding, thereby, target control amount calculating part 110 also can be used as change-speed box target control amount, and to replace target engine speed and calculate the input speed of target be target input speed, and transmission control portion 130 can control with this target input speed the converter speed ratio of change-speed box 3.That is, the mode that transmission control portion 130 for example also can become target input speed by the input speed of input speed sensor 64 detected reality is controlled the converter speed ratio of change-speed box 3, thereby carries out variable speed control.
Particularly, the target control amount calculating part 110 of present embodiment as shown in Figure 3, comprises target throttle valve calculating part 111, operating point detection unit 112, conciliation portion 113 and target engine speed calculating part 114 and forms.
Target throttle valve calculating part 111 calculates target throttle valve as combustion engine target control amount.Target throttle valve calculating part 111, accelerator open degree (acceleration operation amount) based on suitable to the operational ton of the propulsive effort requirement operation (acceleration request operation) of vehicle 1 with chaufeur, suitable to the requirement driving amount of vehicle 1 requirement with chaufeur, calculating target throttle valve tatgt.And then, particularly, target throttle valve calculating part 111 is inputted accelerator open degree pa from accelerator open degree sensor 56 corresponding to detection signal, speed of a motor vehicle spd from vehicle-wheel speed sensor 62 corresponding to detection signal input vehicle 1, calculates target throttle valve tatgt based on this current accelerator open degree pa and current speed of a motor vehicle spd.Target throttle valve tatgt be with for realizing the throttle opening that the propulsive effort of target of the vehicle that requires propulsive effort 1 that chaufeur requires vehicle 1 is corresponding.
Target throttle valve calculating part 111 is the throttle opening mapping graph m01 based on as shown in Figure 4 for example, asks and calculates target throttle valve tatgt.The transverse axis of this throttle opening mapping graph m01 represents accelerator open degree pa, and the longitudinal axis represents throttle opening ta.Throttle opening mapping graph m01 has described the accelerator open degree pa of each speed of a motor vehicle spd and the relation of throttle opening ta.In this throttle opening mapping graph m01, throttle opening ta increases along with the increase of accelerator open degree pa, along with the increase of speed of a motor vehicle spd, reduces.Throttle opening mapping graph m01 has preset the relation of speed of a motor vehicle spd, accelerator open degree pa and throttle opening ta, is stored in storage part 51b.Target throttle valve calculating part 111, based on this throttle opening mapping graph m01, is asked and is calculated target throttle valve tatgt according to accelerator open degree pa, speed of a motor vehicle spd.Target throttle valve calculating part 111 is exported the target throttle valve tatgt calculating to engine control portion 120.
In addition, in the present embodiment, target throttle valve calculating part 111 is used throttle opening mapping graph m01 to ask and has calculated target throttle valve tatgt, but present embodiment is not limited thereto.Target throttle valve calculating part 111 for example also can be asked calculation target throttle valve tatgt by the formula based on suitable with throttle opening mapping graph m01.For following illustrated various mapping graphs, be all same.
And, engine control portion 120, this target throttle valve tatgt that the target throttle valve calculating part 111 based on forming target control amount calculating part 110 calculates, carries out the output of driving engine 10 and controls.Engine control portion 120, with the current actual throttle opening being detected by engine load sensor 55, become mode from the target throttle valve tatgt of target throttle valve calculating part 111 input, with current actual throttle opening ta, converge the mode of target throttle valve tatgt, the driving of the electronic throttle device 40 of control engine 10, controls the output of obtaining from driving engine 10 (motor torque, engine speed).
Operating point detection unit 112 is judged the state of the operating point of driving engine 10.The operating point of this driving engine 10 is determined according to motor torque and engine speed.The operating point detection unit 112 of present embodiment judges that the operating point of the current driving engine 10 corresponding with current motor torque and current engine speed is whether in best burnup band.
At this, Fig. 5 means the figure of the acting characteristic of the driving engine 10 that driving-force control apparatus 100 is controlled, using transverse axis as engine speed ne, using the longitudinal axis as motor torque te.In Fig. 5, solid line represents best burnup line L, and dotted line such as represents at burnup line E1, E2, the E3, P1 such as output line such as single-point line expressions grade, P2, P3, P4, and long and two-short dash line represents the best burnup band upper limit Lmax of best burnup band X, best burnup lower limit Lmin.
Best burnup line L is can be with the set of the operating point of the driving engine 10 of best burnup amount (high efficiency) running engine 10.That is, best burnup line L represents be burnup amount best, can be with the motor torque te of best engine efficiency (efficiency of internal combustion engine) running engine 10 and the relation of engine speed ne.At this, said burnup amount refers to the fuel discharge of per unit acting amount, and the distance that can travel with unit of fuel amount with the vehicle 1 enforcement necessary fuel quantity of unit distance or vehicle 1 is suitable.Namely, best burnup line L, based on allowing engine speed ne and the motor torque te that can make to be equipped with the distance priority ground running engine 10 that the vehicle 1 of driving engine 10 travels with unit of fuel amount set, determines according to the output characteristic of driving engine 10.
And the best burnup band X that best burnup line L is set as benchmark sets the region with respect to best burnup line L with regulation hysteresis amplitude alpha for, upper limit Lmax forms the upper limit of best burnup band X, and lower limit Lmin forms the lower limit of best burnup band X.Best burnup band X, as the reduction of the distance that can travel with respect to best burnup line L, be that the reduction of burnup amount and the region in the corresponding specialized range of regulation hysteresis amplitude alpha are set.This regulation hysteresis amplitude alpha such as if the inhibition that while considering running, the inhibition of chaufeur sense of discomfort or burnup amount reduce etc. according to the scope that makes their set up simultaneously, suitably set.The best burnup band X of present embodiment has preset the regulation hysteresis amplitude alpha with respect to best burnup line L, for example, as the burnup amount with respect to best burnup line L, be reduced to 5% and be set with interior region.In addition, in other embodiment described later, this regulation hysteresis amplitude alpha, in other words, best burnup band X can change according to the state of vehicle 1.
In addition, etc. burnup line E1, E2, E3, be the operating point of the driving engine 10 that burnup amount (efficiency of driving engine 10) is equal.In the situation that the operating point of driving engine 10, be the combination of motor torque and engine speed on burnup line E1, E2, the E3 such as identical, the burnup quantitative change of driving engine 10 must equate.It Deng output line P1, P2, P3, P4, is the set of the operating point of the equal driving engine 10 of the output (power) of driving engine 10.In the situation that the operating point of driving engine 10, be that the combination of motor torque and engine speed is positioned on output line P1, P2, P3, the P4 such as identical, the output of driving engine 10 (power) becomes equal.
And operating point detection unit 112 is from the current motor torque te of driving engine 10 inputs and current engine speed ne.Operating point detection unit 112 is according to obtaining current engine speed ne from the detection signal of crank angle sensor 57 inputs.In addition, operating point detection unit 112 is according to obtaining current motor torque te from being installed on the detection signal of the various sensor inputs of driving engine 10.Operating point detection unit 112 is such as long as obtain current motor torque te based on engine speed ne or air amount amount (being fuel injection amount the diesel motor in the situation that) etc. by various known methods.
Operating point detection unit 112 judges that the operating point of the current driving engine 10 corresponding with inputted current motor torque te and current engine speed ne is whether in best burnup band X.Operating point detection unit 112 by the operating point of current driving engine 10 whether the result of determination in best burnup band X export to conciliation portion 113.
The result of determination of conciliation portion 113 based on from 112 inputs of operating point detection unit, to mediating with accelerator open degree pap as the calculating of calculating the accelerator open degree pa of use.The calculating accelerator open degree pap that this conciliation portion 113 reconciles is accelerator open degree applicable when calculating target engine speed netgt by target engine speed calculating part 114 described later.Namely, target engine speed calculating part 114 described later calculates with accelerator open degree pap and calculates target engine speed netgt based on this.
Conciliation portion 113, in the situation that the operating point of the current driving engine 10 corresponding with current motor torque te and current engine speed ne is beyond best burnup band X, for example, in the situation that the operating point A that the operating point of current driving engine 10 is Fig. 5, the corresponding current accelerator open degree pa of detection signal with from accelerator open degree sensor 56 inputs is set as calculating and uses accelerator open degree pap, to 114 outputs of target engine speed calculating part.
On the other hand, conciliation portion 113, in the situation that the operating point of the current driving engine 10 corresponding with current motor torque te and current engine speed ne is in best burnup band X, for example, in the situation that the operating point B that the operating point of current driving engine 10 is Fig. 5, do not use the current accelerator open degree pa corresponding with the detection signal of inputting from accelerator open degree sensor 56, as the setting parameter that there is no the variation of accelerator open degree pa, calculate and use accelerator open degree pap, to 114 outputs of target engine speed calculating part.It is constant that conciliation portion 113 is for example calculated with accelerator open degree pap by maintenance, sets and calculates with accelerator open degree pap as the parameter that there is no the variation of accelerator open degree pa.Further, conciliation portion 113 is for example by the last value of accelerator open degree pap(for the calculating being stored in the last control cycle of storage part 51b) be set as the calculating accelerator open degree pap in this control cycle, as the setting parameter that there is no the variation of accelerator open degree pa, calculate and use accelerator open degree pap, this is calculated with accelerator open degree pap to 114 outputs of target engine speed calculating part.
Target engine speed calculating part 114 calculates target engine speed as change-speed box target control amount.The accelerator open degree (acceleration operation amount) of target engine speed calculating part 114 based on suitable to the operational ton of the propulsive effort requirement operation (acceleration request operation) of vehicle 1 with chaufeur, suitable to the requirement driving amount of vehicle 1 requirement with chaufeur, calculating target engine speed netgt.And then, particularly, target engine speed calculating part 114 carried out corresponding to the result of determination input of the operating point of current driving engine 10 the calculating accelerator open degree pap reconciling from 113 inputs of conciliation portion, speed of a motor vehicle spd from vehicle-wheel speed sensor 62 corresponding to detection signal input vehicle 1, calculates target engine speed netgt based on this calculating with accelerator open degree pap and speed of a motor vehicle spd.
The target engine speed calculating part 114 for example engine speed mapping graph m02 based on is as shown in Figure 6 asked calculation target engine speed netgt.The transverse axis of this engine speed mapping graph m02 represents speed of a motor vehicle spd, and the longitudinal axis represents engine speed ne.Engine speed mapping graph m02 has described the speed of a motor vehicle spd of each accelerator open degree pa and the relation of engine speed ne.In this engine speed mapping graph m02, engine speed ne increases along with the increase of accelerator open degree pa, along with the increase of speed of a motor vehicle spd, increases.Engine speed mapping graph m02 has preset the relation of speed of a motor vehicle spd, accelerator open degree pa and engine speed ne, is stored in storage part 51b.Target engine speed calculating part 114, based on this engine speed mapping graph m02, is asked and is calculated target engine speed netgt according to calculating with accelerator open degree pap, speed of a motor vehicle spd.Target engine speed calculating part 114 is exported the target engine speed netgt calculating to transmission control portion 130.
And this target engine speed netgt that the target engine speed calculating part 114 of transmission control portion 130 based on forming target control amount calculating part 110 calculates, carries out the variable speed control of change-speed box 3.Transmission control portion 130, so that the current actual engine speed being detected by crank angle sensor 57 becomes from the mode of the target engine speed netgt of target engine speed calculating part 114 input, becomes the mode of target engine speed netgt with current actual engine speed ne convergence, control the converter speed ratio (being gear for step change transmission in the situation that at change-speed box 3) of change-speed box 3.
Namely, target control amount calculating part 110, in the situation that the operating point of driving engine 10 is beyond best burnup band, actual accelerator open degree pa based on current, calculates as calculating the target throttle valve tatgt of combustion engine target control amount and as the target engine speed netgt both sides of change-speed box target control amount.With respect to this, target control amount calculating part 110, in the situation that the operating point of driving engine 10 is in best burnup band, actual accelerator open degree pa based on current, calculating is as the target throttle valve tatgt of combustion engine target control amount, on the other hand, be not the actual accelerator open degree pa based on current, but the accelerator open degree pa using in control cycle based on last calculate the target engine speed netgt as change-speed box target control amount.
The driving-force control apparatus 100 forming as described above, in the situation that the operating point that is determined current driving engine 10 by operating point detection unit 112 is beyond best burnup band, conciliation portion 113 sets current actual accelerator open degree pa as calculating and uses accelerator open degree pap, and target engine speed calculating part 114 is based on calculating target engine speed netgt as the calculating of this current actual accelerator open degree pa with accelerator open degree pap.Its result, driving-force control apparatus 100, in the situation that the operating point of current driving engine 10 is beyond best burnup band, target engine speed netgt that can the actual accelerator open degree pa change based on corresponding to current by transmission control portion 130, so that actual engine speed ne becomes the converter speed ratio that the mode of target engine speed netgt is controlled change-speed box 3, carry out variable speed control, carry out thus common variable speed control.
On the other hand, driving-force control apparatus 100, in the situation that the operating point that is determined current driving engine 10 by operating point detection unit 112 is in best burnup band, by conciliation portion 113, as calculating with accelerator open degree pap, set last value, calculating by target engine speed calculating part 114 based on this last time value is calculated target engine speed netgt with accelerator open degree pap, thus, in the situation that the operating point of driving engine 10 is in best burnup band, can be by target control amount calculating part 110 as the calculation of parameter target engine speed netgt that there is no the variation of accelerator open degree, in other words, target engine speed netgt can be remained to constant.Namely, driving-force control apparatus 100, in the situation that the operating point of current driving engine 10 is in best burnup band, can be as not having the parameter of the variation of accelerator open degree sensor 56 detected accelerator open degrees to calculate target engine speed.
Its result, driving-force control apparatus 100, in the situation that the operating point of current driving engine 10 is in best burnup band, target engine speed netgt by transmission control portion 130 based on being retained as constant, so that actual engine speed ne becomes the converter speed ratio that the mode of target engine speed netgt is controlled change-speed box 3, carry out variable speed control, thus, in the situation that the operating point of driving engine 10 is in best burnup band, can carry out the rotation change inhibition variable speed control being suppressed actual engine speed being remained to the change of this actual engine speed of constant.
Therefore, driving-force control apparatus 100 is owing to suppressing variable speed control in the situation that the operating point of current driving engine 10 is carried out the rotation change of the change that suppresses engine speed in best burnup band, so, in the situation that the operating point of current driving engine 10 is in best burnup band, can suppress unnecessary speed change, thereby suppress the rotation change of driving engine 10.Driving-force control apparatus 100 due in the situation that the operating point of current driving engine 10 in best burnup band, can suppress the rotation change of unnecessary driving engine 10, so, can suppress from best burnup line, to depart from the deterioration of the engine efficiency (efficiency of internal combustion engine) of caused driving engine 10 because of operating point, in the constant scope too much of deterioration of burnup amount, suppress the rotation change of driving engine 10, in other words the power waste that suppresses inertia (rotatory inertia) the torque part brought to the rotation change of change-speed box 3 along with input shaft, the fuel discharge that can suppress inertia torque part.
Its result, driving-force control apparatus 100 is due in the situation that suppress in the scope that the operating point of current driving engine 10 can too not worsen at the engine efficiency (burnup amount) of driving engine 10 in best burnup band to follow in the loss partly of the inertia torque of the rotation change of driving engine 10, so, for example with operating point with in predefined shift cable control speed change recently the situation of control engine rotating speed compare, efficiency on the whole of the drive system that can further improve vehicle 1, be burnup amount.In other words, driving-force control apparatus 100, even if the situation of drive system that can vehicle 1 while also having suppressed the loss of inertia torque part as how many deteriorations of engine efficiency at driving engine 10 efficiency on the whole, when the operating point of current driving engine 10 is in best burnup band, by inhibition, follow in the loss of the inertia torque part of the rotation change of driving engine 10 drive system that result can improve vehicle 1 efficiency on the whole.Namely, driving-force control apparatus 100 is by suppressing variable speed control in the situation that the operating point of driving engine 10 is carried out the rotation change of the change that suppresses engine speed in best burnup band, can suppress to follow inertia (rotatory inertia) loss in driving engine 10 rotation changes while the deterioration that suppresses engine efficiency,, can suppress the deterioration of engine efficiency and inhibition simultaneously and follow in the inertia loss of the rotation change of driving engine 10, the drive system that can improve vehicle 1 efficiency on the whole.
In addition, for example, by set regulation hysteresis amplitude with respect to accelerator open degree, not have the mode of the variation of accelerator open degree to keep accelerator open degree within the scope of this, make it to be reflected in and in the calculating of target engine speed (or target change gear ratio), keep target engine speed, thereby prevent that speed change is frequent, suppress operational situation and worsen, in this case, result driving engine 10 is also likely in the running of the operating point place of the poor operation range of engine efficiency.For example, after accelerator open degree reduces, the accelerator open degree of this reduction is in respect in the regulation hysteresis amplitude of above-mentioned accelerator open degree time, reduction along with accelerator open degree, throttle opening as the controlling quantity for control engine torque reduces, on the other side, the reduction of (target) engine speed and accelerator open degree has nothing to do and can remain constant.At this,, there is poor tendency of the relatively good engine efficiency in height rotation low-load region on the other hand of engine efficiency in low rotation high-load region in general driving engine.For this reason, as described above, reduction with respect to accelerator open degree, throttle opening reduces, and the operating point of driving engine moves to low-load region side, on the other hand, engine speed remains constant, the operating point of driving engine remains on high rotary area side, result, and driving engine also likely turns round on the operating point of the poor height rotation low-load region of engine efficiency.
With respect to this, the driving-force control apparatus 100 of present embodiment is not that accelerator open degree (or throttle opening etc.) self is arranged to hysteresis amplitude, and make the deterioration amount that engine efficiency is set best burnup line as benchmark be in the regulation hysteresis amplitude in specialized range, using this region as best burnup band, in the situation that in this best burnup band, carrying out the rotation change of the change that suppresses engine speed, the operating point of driving engine 10 suppresses variable speed control.Its result, the driving-force control apparatus 100 of present embodiment has for example prevented that driving engine 10 is in the poor height rotation low-load region running of engine efficiency as described above, in addition, can suppress the deterioration of engine efficiency and inhibition simultaneously and follow in the inertia loss of the rotation change of driving engine 10, thus the drive system that can improve vehicle 1 efficiency on the whole.
In addition, driving-force control apparatus 100 is due to can be in the situation that the operating point of current driving engine 10 suppresses the rotation change of unnecessary driving engine 10 in best burnup band, so, suppressed N/R speed change, it is frequent that the frequency that suppresses speed change suppresses speed change, also can improve driveability.
Then, with reference to the diagram of circuit of Fig. 7 and the sequential chart of Fig. 8, to by dual-purpose as the propulsive effort of the ECU51 of the related driving-force control apparatus 100 of present embodiment control, particularly the variable speed control of propulsive effort in controlling describes.In addition, these control programs are carried out to the control cycle of tens of ms repeatedly according to every several ms.
First, ECU51 by dual-purpose as driving-force control apparatus 100, detection signal by operating point detection unit 112 based on from the input of various sensors, whether the operating point of the driving engine 10 that judgement is corresponding with motor torque and engine speed is in best burnup band (S100).
ECU51 by dual-purpose as driving-force control apparatus 100, in the situation that the operating point that determines driving engine 10 by operating point detection unit 112 is not in best burnup band (S100:No(is no)), conciliation portion 113 sets current actual accelerator open degree pa as calculating and uses accelerator open degree pap, and target engine speed calculating part 114 is based on calculating target engine speed netgt as the calculating of this current actual accelerator open degree pa with accelerator open degree pap.And, driving-force control apparatus 100, the target engine speed netgt by transmission control portion 130 based on corresponding to this current actual accelerator open degree pa change, carries out common variable speed control (S102), finish current control cycle, transfer to next control cycle.
On the other hand, ECU51 by dual-purpose as driving-force control apparatus 100, in the situation that the operating point that is determined driving engine 10 by operating point detection unit 112 is in best burnup band (S100:Yes(is)), suppose the variation that there is no accelerator open degree, conciliation portion 113 sets last value as calculating with accelerator open degree pap, and the calculating of target engine speed calculating part 114 based on this last time value is calculated target engine speed netgt with accelerator open degree pap.And, driving-force control apparatus 100, by transmission control portion 130, based on basis, with last time value, remain the target engine speed netgt that constant calculating is calculated with accelerator open degree pap, carry out rotation change and suppress variable speed control (S104), finish current control cycle, transfer to next control cycle.
Its result, as illustrated in Figure 8, driving-force control apparatus 100, at the operating point of current driving engine 10 in best burnup band in situation, for example in the drawings from moment T1 to moment T3 during, with respect to the change of actual accelerator open degree pa, calculating is remained constant with accelerator open degree pap, carry out rotation change and suppress variable speed control, thus, in the drawings from moment T2 to moment T3 during, suppressed the change of the engine speed ne of driving engine 10.
The driving-force control apparatus 100 related according to embodiments of the present invention discussed above, the accelerator open degree of the operational ton based on as the propulsive effort of vehicle 1 is required to operate, control is equipped on motor torque (engine torque) that the driving engine 10 of this vehicle 1 produces and the engine speed (internal-combustion engine rotational speed) of this driving engine 10, thereby control the propulsive effort of vehicle 1, in this driving-force control apparatus 100, in the situation that the operating point of the driving engine 10 corresponding with motor torque and engine speed is in the best burnup line as setting relative driving engine 10 for has the best burnup band in region of regulation hysteresis amplitude, carry out the rotation change inhibitory control of the change that suppresses engine speed.
Therefore, driving-force control apparatus 100 is by suppressing variable speed control in the situation that the operating point of driving engine 10 is carried out the rotation change of the change that suppresses engine speed in best burnup band, can in the deterioration that suppresses engine efficiency, suppress to follow inertia (rotatory inertia) loss in the rotation change of driving engine 10, can suppress deterioration and the inhibition of engine efficiency follows in the inertia loss inhibition of the rotation change of driving engine 10 simultaneously, thereby, the drive system that can improve vehicle 1 efficiency on the whole.
And then, the driving-force control apparatus 100 related according to embodiments of the present invention discussed above, possesses: the target control amount calculating part 110 of the target engine speed (change-speed box target control amount) of the change-speed box 3 of speed change is exported and engine rotary speed is carried out in the rotation of this driving engine 10 that the target throttle valve based on accelerator open degree calculation engine 10 (combustion engine target control amount) and acceptance are passed; Based target throttle opening carries out the engine control portion 120 of the output control of driving engine 10; Based target engine speed carries out the transmission control portion 130 of the variable speed control of change-speed box 3.Target control amount calculating part 110 is in the situation that the operating point of driving engine 10, in best burnup band, as the parameter that there is no the variation of accelerator open degree, calculates target engine speed.Therefore, driving-force control apparatus 100 due in the situation that the operating point of driving engine 10 in best burnup band by target control amount calculating part 110 as the calculation of parameter target engine speed that there is no the variation of accelerator open degree, so, transmission control portion 130 based on this target engine speed so that actual engine speed ne becomes the mode of target engine speed controls the speed change of change-speed box 3 and recently carry out variable speed control, thus, can suppress variable speed control in the situation that the operating point of driving engine 10 is carried out the rotation change of the change that suppresses engine speed in best burnup band, actual engine speed can be remained to constant.
(embodiment 2)
Fig. 9 is the summary pie graph of the related driving-force control apparatus of embodiments of the present invention 2.The related driving-force control apparatus of embodiment 2 is the driving-force control apparatus roughly the same formation related with embodiment 1, but the formation of the target control amount computing mechanism driving-force control apparatus related from embodiment 1 is different.In addition,, for the common formation of the embodiment with above-mentioned, effect, effect, the repetitive description thereof will be omitted as far as possible, and mark identical Reference numeral.
The driving-force control apparatus 200 of present embodiment as shown in Figure 9, is provided with aspect concept of function: as the target control amount calculating part 210 of target control amount computing mechanism, as the engine control portion 120 of combustion engine control mechanism with as the transmission control portion 130 of speed changing control mechanism.
The target control amount calculating part 210 of present embodiment aspect following from above-mentioned target control amount calculating part 110(with reference to Fig. 3) different,, after the actual accelerator open degree pa based on current calculates interim target engine speed netgt ', according to the operating point of driving engine 10 whether in best burnup band X, to variable speed control the actual target engine speed netgt using mediate.
The target control amount calculating part 210 of present embodiment as combustion engine target control amount calculate target throttle opening, be target throttle valve, as change-speed box target control amount calculate target engine speed, be target engine speed.
And, the target control amount calculating part 210 of present embodiment, in the situation that the operating point of driving engine 10 is in best burnup band, alternative conduct does not have the parameter of the variation of accelerator open degree that the accelerator open degree pa that calculates use is remained to constant mode, is configured to the target engine speed netgt self as change-speed box target control amount is remained constant.Transmission control portion 130 by based on this target engine speed so that actual engine speed become the mode of target engine speed control change-speed box 3 converter speed ratio carry out variable speed control, thereby in the situation that the operating point of driving engine 10 is carried out the rotation change inhibition variable speed control of the change that suppresses engine speed in best burnup band.
Particularly, the target control amount calculating part 210 of present embodiment comprises target throttle valve calculating part 211, operating point detection unit 212, target engine speed calculating part 213 and conciliation portion 214 and forms.
The actual accelerator open degree of target throttle valve calculating part 211 based on current, calculates target throttle valve tatgt.And this target throttle valve tatgt that engine control portion 120 based target throttle opening calculating parts 211 calculate, carries out the output of driving engine 10 and controls.Operating point detection unit 212 judges that the operating point of the current driving engine 10 corresponding with current motor torque and current engine speed is whether in best burnup band.
And the target engine speed calculating part 213 of present embodiment calculates interim target engine speed netgt ' as change-speed box target control amount.Target engine speed calculating part 213, accelerator open degree (acceleration operation amount) based on suitable to the operational ton of the propulsive effort requirement operation (acceleration request operation) of vehicle 1 with chaufeur, suitable to the requirement driving amount of vehicle 1 requirement with chaufeur, calculates interim target engine speed netgt '.The current actual accelerator open degree pa that target engine speed calculating part 213 detects based on accelerator open degree sensor 56, calculates interim target engine speed netgt '.
Target engine speed calculating part 213 is inputted current actual accelerator open degree pa from accelerator open degree sensor 56 according to detection signal, from vehicle-wheel speed sensor 62, according to detection signal, input current actual speed of a motor vehicle spd, based on this accelerator open degree pa and speed of a motor vehicle spd, calculate interim target engine speed netgt '.
Target engine speed calculating part 213 is the engine speed mapping graph m02 based on as shown in Figure 6 for example, according to current accelerator open degree pa, current speed of a motor vehicle spd, asks interim target engine speed netgt '.Target engine speed calculating part 213 is exported the interim target engine speed netgt ' calculating to conciliation portion 214.
The result of determination of conciliation portion 214 based on from operating point detection unit 212 input, mediates to the target engine speed netgt of the actual use of variable speed control institute.Conciliation portion 214 in the situation that the operating point of the current driving engine 10 corresponding with current motor torque te and current engine speed ne beyond best burnup band X, the interim target engine speed netgt ' that current accelerator open degree pa with from 213 inputs of target engine speed calculating part is corresponding is set as actual target engine speed netgt, and this target engine speed netgt is exported to transmission control portion 130.
On the other hand, conciliation portion 214 in the situation that the operating point of the current driving engine 10 corresponding with current motor torque te and current engine speed ne in best burnup band X, do not use the interim target engine speed netgt ' corresponding with the current accelerator open degree pa inputting from target engine speed calculating part 213, target engine speed netgt is remained constant.Further, conciliation portion 214 is for example by by the last value of target engine speed netgt(being stored in a upper control cycle of storage part 51b) be set as the target engine speed netgt in current control cycle, target engine speed netgt is remained constant, by this target engine speed netgt to transmission control portion 130 output.
And, 130 inputs of transmission control portion have carried out according to the result of determination of the operating point of current driving engine 10 the target engine speed netgt reconciling by the conciliation portion 113 that forms target control amount calculating part 210, carry out the variable speed control of change-speed box 3 based on this target engine speed netgt.
Namely, target control amount calculating part 210 in the situation that the operating point of driving engine 10 beyond the best burnup band, the actual accelerator open degree pa based on current calculates as the target throttle valve tatgt of combustion engine target control amount with as the target engine speed netgt both sides of change-speed box target control amount.With respect to this, target control amount calculating part 210 in the situation that the operating point of driving engine 10 in best burnup band, actual accelerator open degree pa based on current calculates the target throttle valve tatgt as combustion engine target control amount, on the other hand, the actual accelerator open degree pa based on current does not calculate the target engine speed netgt as change-speed box target control amount, but the target engine speed netgt that uses a upper control cycle to use.
The driving-force control apparatus 200 forming is as described above in the situation that the operating point that is determined current driving engine 10 by operating point detection unit 212, beyond best burnup band, is set as actual target engine speed netgt by conciliation portion 214 by the interim target engine speed netgt ' corresponding with current actual accelerator open degree pa.Its result, driving-force control apparatus 200 in the situation that the operating point of current driving engine 10 beyond the best burnup band, target engine speed netgt by transmission control portion 130 based on change corresponding to the actual accelerator open degree pa current with this, so that actual engine speed ne becomes the converter speed ratio that the mode of target engine speed netgt is controlled change-speed box 3, carry out variable speed control, thus, can carry out common variable speed control.
On the other hand, driving-force control apparatus 200 in the situation that the operating point that is determined current driving engine 10 by operating point detection unit 212 in best burnup band, by conciliation portion 113, as target engine speed netgt, set last value, in the situation that the operating point of driving engine 10, in best burnup band, can be calculated and be remained constant target engine speed netgt with last time value by target control amount calculating part 110.Namely, driving-force control apparatus 200 is in the situation that the operating point of current driving engine 10, in best burnup band, can remain constant by target engine speed netgt.
Its result, driving-force control apparatus 200 in the situation that the operating point of current driving engine 10 in best burnup band, by by transmission control portion 130 based on be retained as the target engine speed netgt of constant by this, so that actual engine speed ne becomes the mode of target engine speed netgt, control the speed change of change-speed box 3 and recently carry out variable speed control, thereby in the situation that the operating point of driving engine 10 is in best burnup band, actual engine speed can be remained to constant, the rotation change of carrying out the change that suppresses this actual engine speed suppresses variable speed control.
The driving-force control apparatus 200 related according to embodiments of the present invention discussed above, driving-force control apparatus 200 is by suppressing variable speed control in the situation that the operating point of driving engine 10 is carried out the rotation change of the change that suppresses engine speed in best burnup band, can in the deterioration that suppresses engine efficiency, suppress to follow inertia (rotatory inertia) loss in the rotation change of driving engine 10, can suppress deterioration and the inhibition of engine efficiency follows in the inertia loss of the rotation change of driving engine 10 simultaneously, thereby, the drive system that can improve vehicle 1 efficiency on the whole.
And then, the driving-force control apparatus 200 related according to embodiments of the present invention discussed above, possesses: the target control amount calculating part 210 of the target engine speed (change-speed box target control amount) of the change-speed box 3 of engine rotary speed speed change is exported and made in the rotation of this driving engine 10 that the target throttle valve based on accelerator open degree calculation engine 10 (combustion engine target control amount) and acceptance are passed; Based target throttle opening carries out the engine control portion 120 of the output control of driving engine 10; Based target engine speed carries out the transmission control portion 130 of the variable speed control of change-speed box 3.Target control amount calculating part 210 is in the situation that the operating point of driving engine 10 keeps target engine speed in best burnup band.Therefore, driving-force control apparatus 200 in the situation that the operating point of driving engine 10 in best burnup band, by target control amount calculating part 210 and the variation of accelerator open degree, independently target engine speed is remained to constant, thereby, transmission control portion 130 based on this target engine speed so that actual engine speed ne becomes the mode of target engine speed controls the speed change of change-speed box 3 and recently carry out variable speed control, thus, in the situation that can carrying out the rotation change of the change that suppresses engine speed in best burnup band, the operating point of driving engine 10 suppresses variable speed control, actual engine speed can be remained to constant.
(embodiment 3)
Figure 10 is the summary pie graph of the related driving-force control apparatus of embodiments of the present invention 3, and Figure 11 is the propulsive effort mapping graph of the related driving-force control apparatus of embodiments of the present invention 3.The related driving-force control apparatus of embodiment 3 is the driving-force control apparatus roughly the same formation related with embodiment 1, but the formation of the target control amount computing mechanism driving-force control apparatus related from embodiment 1 is different.In addition,, for the common formation of the embodiment with above-mentioned, effect, effect, the repetitive description thereof will be omitted as far as possible, and mark identical Reference numeral.
The driving-force control apparatus 300 of present embodiment as shown in Figure 10, is provided with target control amount calculating part 310 as target control amount computing mechanism, as the engine control portion 120 of combustion engine control mechanism with as the transmission control portion 130 of speed changing control mechanism aspect concept of function.
The target control amount calculating part 310 of present embodiment in the following areas from above-mentioned target control amount calculating part 110(with reference to Fig. 3), target control amount calculating part 210(is with reference to Fig. 9) different,, substitute the current operating point of driving engine 10, according to the operating point of the target of driving engine 10, whether in best burnup band X, carry out rotation change and suppress variable speed control.
The target control amount calculating part 310 of present embodiment as combustion engine target control amount calculate target motor torque, be target engine torque, as change-speed box target control amount calculate target engine speed, be target engine speed.
And the target control amount calculating part 310 of present embodiment is configured to, in the situation that the operating point of the target of driving engine 10, in best burnup band, remains constant using the target engine speed netgt self as change-speed box target control amount.Transmission control portion 130 is based on this target engine speed, so that actual engine speed becomes the mode of target engine speed, control the speed change of change-speed box 3 and recently carry out variable speed control, thus, in the situation that carrying out the rotation change of the change that suppresses engine speed in best burnup band, the operating point of the target of driving engine 10 suppresses variable speed control.
Particularly, the target control amount calculating part 310 of present embodiment comprises target drive force calculating part 311, target output calculating part 312, target engine torque calculation portion 313, target engine speed calculating part 314, operating point detection unit 315 and conciliation portion 316 and forms.
The actual accelerator open degree of target drive force calculating part 311 based on current, calculate the target of vehicle 1 propulsive effort, be target drive force Ftgt.Target drive force calculating part 311 is inputted accelerator open degree pa from accelerator open degree sensor 56 according to detection signal, from vehicle-wheel speed sensor 62, according to the speed of a motor vehicle spd of detection signal input vehicle 1, based on this current accelerator open degree pa and current speed of a motor vehicle spd, calculate target drive force Ftgt.Target drive force Ftgt is for realizing the propulsive effort of chaufeur to the target of the vehicle that requires propulsive effort 1 of vehicle 1 requirement.
Target drive force calculating part 311 is the propulsive effort mapping graph m03 based on shown in Figure 11 for example, asks and calculates target drive force Ftgt.The transverse axis of this propulsive effort mapping graph m03 represents speed of a motor vehicle spd, and the longitudinal axis represents propulsive effort F.Propulsive effort mapping graph m03 has described the speed of a motor vehicle spd of each accelerator open degree pa and the relation of propulsive effort F.In this propulsive effort mapping graph m03, propulsive effort F reduces along with the increase of speed of a motor vehicle spd, along with the increase of accelerator open degree pa, increases.Propulsive effort mapping graph m03 has preset the relation of speed of a motor vehicle spd, accelerator open degree pa and propulsive effort F, is stored in storage part 51b.Target drive force calculating part 311, based on this propulsive effort mapping graph m03, is asked and is calculated target drive force Ftgt according to accelerator open degree pa, speed of a motor vehicle spd.Target drive force calculating part 311 is exported the target drive force Ftgt calculating to target output calculating part 312.
Target output calculating part 312 based target propulsive efforts and the current actual speed of a motor vehicle, the target output petgt of the output of the target of the driving engine 10 that calculating is carried as vehicle 1.Target output calculating part 312 is from target drive force calculating part 311 input target drive force Ftgt, from vehicle-wheel speed sensor 62, according to the speed of a motor vehicle spd of detection signal input vehicle 1, based on this target drive force Ftgt and current speed of a motor vehicle spd, calculate target output petgt.Target output petgt is vehicle 1 for obtaining the output of target of the driving engine 10 of target drive force Ftgt, that is, and and for realizing and the output of the target of the driving engine 10 of the target drive force Ftgt that requires the vehicle 1 that propulsive effort is corresponding that chaufeur requires vehicle 1.Target output calculating part 312 is for example by multiplying each other the target drive force Ftgt from 311 inputs of target drive force calculating part and the current speed of a motor vehicle spd from vehicle-wheel speed sensor 62 inputs come the target output petgt(target output petgt=target drive force Ftgt * speed of a motor vehicle spd of calculation engine 10).Target output calculating part 312 is exported the target output petgt calculating to target engine torque calculation portion 313.
At this, target engine speed calculating part 314 calculates interim target engine speed netgt ' as change-speed box target control amount.Target engine speed calculating part 314 is inputted current actual accelerator open degree pa from accelerator open degree sensor 56 according to detection signal, from vehicle-wheel speed sensor 62, according to detection signal, input current actual speed of a motor vehicle spd, based on this accelerator open degree pa and speed of a motor vehicle spd, calculate interim target engine speed netgt '.Target engine speed calculating part 314 is the engine speed mapping graph m02 based on shown in Fig. 6 for example, according to current accelerator open degree pa, current speed of a motor vehicle spd, asks interim target engine speed netgt '.Target engine speed calculating part 314 is exported the interim target engine speed netgt ' calculating to target engine torque calculation portion 313, but also to 315 outputs of operating point detection unit.And then target engine speed calculating part 314 is also exported the interim target engine speed netgt ' calculating to conciliation portion 316.
Target engine torque calculation portion 313 based targets output petgt and interim target engine speed netgt ', as combustion engine target control amount calculate target motor torque, be target engine torque tetgt.Target engine torque calculation portion 313 is from target output calculating part 312 input target output petgt, from the interim target engine speed netgt ' of target engine speed calculating part 314 input, based on this target output petgt and interim target engine speed netgt ', calculate target engine torque tetgt.Target engine torque tetgt is for making driving engine 10 obtain the motor torque of target of the driving engine 10 of targets output petgt, is can be with the motor torque of interim target engine speed netgt ' realize target output petgt.Target engine torque calculation portion 313 is for example carried out the target output petgt from 312 inputs of target output calculating part the interim target engine speed netgt ' of target engine torque tetgt(target engine torque tetgt=target output petgt/ of calculation engine 10 divided by the interim target engine speed netgt ' from 314 inputs of target engine speed calculating part).Target engine torque calculation portion 313 is exported the target engine torque tetgt calculating to engine control portion 120, and to 315 outputs of operating point detection unit.
And this target engine torque tetgt that the target engine torque calculation portion 313 of engine control portion 120 based on forming target control amount calculating part 310 calculates, carries out the output of driving engine 10 and controls.
The operating point detection unit 315 of present embodiment judges that the operating point of driving engine 10 of the target corresponding with the motor torque of target and the engine speed of target is whether in best burnup band.Operating point detection unit 315 is from target engine torque calculation portion 313 input target engine torque tetgt, from the interim target engine speed netgt ' of target engine speed calculating part 314 input.Operating point detection unit 315 judges that the operating point of driving engine 10 of the target corresponding with inputted target engine torque tetgt and interim target engine speed netgt ' is whether in best burnup band X.Operating point detection unit 315 by the operating point of the driving engine of target 10 whether the result of determination in best burnup band X to 316 outputs of conciliation portion.
The result of determination of conciliation portion 316 based on from operating point detection unit 315 input, mediates to the target engine speed netgt of the actual use of variable speed control institute.Conciliation portion 316 in the situation that the operating point of the driving engine 10 of the target corresponding with target engine torque tetgt and interim target engine speed netgt ' beyond best burnup band X, the interim target engine speed netgt ' that current accelerator open degree pa with from 314 inputs of target engine speed calculating part is corresponding is set as actual target engine speed netgt, and this target engine speed netgt is exported to transmission control portion 130.
On the other hand, conciliation portion 316 in the situation that the operating point of the driving engine 10 of the target corresponding with target engine torque tetgt and interim target engine speed netgt ' in best burnup band X, not using the interim target engine speed netgt ' corresponding with the current accelerator open degree pa inputting from target engine speed calculating part 314, is constant but keep target engine speed netgt.Further, conciliation portion 316 is for example by by the last value of target engine speed netgt(being stored in a upper control cycle of storage part 51b) be set as the target engine speed netgt in current control cycle, thereby target engine speed netgt is remained constant, by this target engine speed netgt to transmission control portion 130 output.
And, 130 inputs of transmission control portion have carried out according to the result of determination of the operating point of the driving engine 10 of target the target engine speed netgt reconciling by the conciliation portion 316 that forms target control amount calculating part 310, based on this target engine speed netgt, carry out the variable speed control of change-speed box 3.
Namely, target control amount calculating part 310 in the situation that the operating point of the driving engine 10 of target beyond the best burnup band, actual accelerator open degree pa based on current, calculates as the target engine torque tetgt of combustion engine target control amount with as the target engine speed netgt both sides of change-speed box target control amount.With respect to this, target control amount calculating part 310 in the situation that the operating point of the driving engine 10 of target in best burnup band, actual accelerator open degree pa based on current calculates the target engine torque tetgt as combustion engine target control amount, on the other hand, the actual accelerator open degree pa based on current does not calculate the target engine speed netgt as change-speed box target control amount, but uses the used target engine speed netgt of a upper control cycle.
The driving-force control apparatus 300 forming is as described above in the situation that the operating point of driving engine 10 that is determined target by operating point detection unit 315, beyond best burnup band, is set as actual target engine speed netgt by conciliation portion 316 by the interim target engine speed netgt ' corresponding with current actual accelerator open degree pa.Its result, driving-force control apparatus 300 in the situation that the operating point of the driving engine 10 of target beyond the best burnup band, target engine speed netgt by transmission control portion 130 based on corresponding to this current actual accelerator open degree pa change, so that actual engine speed ne becomes the mode of target engine speed netgt, the converter speed ratio of change-speed box 3 is controlled, carry out variable speed control, thus, can carry out common variable speed control.
On the other hand, driving-force control apparatus 300 in the situation that the operating point of driving engine 10 that is determined target by operating point detection unit 315 in best burnup band, by setting last value by conciliation portion 113 as target engine speed netgt, thereby in the situation that the operating point of the driving engine 10 of target, in best burnup band, can be calculated and be remained constant target engine speed netgt with last time value by target control amount calculating part 110.Namely, driving-force control apparatus 300 is in the situation that the operating point of the driving engine 10 of target, in best burnup band, can remain constant by target engine speed netgt.
Its result, driving-force control apparatus 300 in the situation that the operating point of the driving engine 10 of target in best burnup band, by transmission control portion 130, based on this, remain the target engine speed netgt of constant, so that actual engine speed ne becomes the mode of target engine speed netgt, control the speed change of change-speed box 3 and recently carry out variable speed control, thus, in the situation that the operating point of driving engine 10 is in best burnup band, also can keep actual engine speed is constant, the rotation change that can carry out the change that suppresses this actual engine speed suppresses variable speed control.
The driving-force control apparatus 300 related according to embodiments of the present invention discussed above, driving-force control apparatus 300 is by suppressing variable speed control in the situation that the operating point of driving engine 10 is carried out the rotation change of the change that suppresses engine speed in best burnup band, can in the deterioration that suppresses engine efficiency, suppress to follow inertia (rotatory inertia) loss in the rotation change of driving engine 10, can suppress deterioration and the inhibition of engine efficiency follows in the inertia loss of the rotation change of driving engine 10 simultaneously, thereby, the drive system that can improve vehicle 1 efficiency on the whole.In addition, this driving-force control apparatus 300 suppresses variable speed control owing to whether carrying out rotation change in best burnup band according to the operating point of the target of driving engine 10, so, the operating point of target that can be based on driving engine 10 has predictably to be carried out rotation change and suppresses variable speed control, thereby, the drive system that can further improve vehicle 1 efficiency on the whole.
(embodiment 4)
Figure 12 means the summary pie graph of the vehicle that has been suitable for the related driving-force control apparatus of embodiments of the present invention 4, and Figure 13 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 4.The related driving-force control apparatus of embodiment 4 is the driving-force control apparatus roughly the same formation related with embodiment 1, but possess set mechanism aspect the driving-force control apparatus related from embodiment 1 different.In addition,, for the common formation of the embodiment with above-mentioned, effect, effect, the repetitive description thereof will be omitted as far as possible, and mark identical Reference numeral.
The driving-force control apparatus 400 of present embodiment as shown in Figure 12, is provided with target control amount calculating part 110 as target control amount computing mechanism, as the engine control portion 120 of combustion engine control mechanism with as the transmission control portion 130 of speed changing control mechanism aspect concept of function.
And then, the driving-force control apparatus 400 of present embodiment, aspect concept of function, be provided with the hysteresis amplitude configuration part 440 as set mechanism, this hysteresis amplitude configuration part 440 state based on vehicle 1 is suitably set regulation hysteresis amplitude alpha (with reference to Fig. 5), the further raising of the drive system that realizes thus vehicle 1 efficiency on the whole.
Particularly, the state of hysteresis amplitude configuration part 440 based on vehicle 1 set regulation hysteresis amplitude alpha.That is the state of, hysteresis amplitude configuration part 440 based on vehicle 1 can change regulation hysteresis amplitude alpha.As described above, this regulation hysteresis amplitude alpha be take best burnup line L and is set as benchmark, and best burnup band X sets the region with respect to best burnup line L with this hysteresis amplitude alpha for.For this reason, hysteresis amplitude configuration part 440 is by changing hysteresis amplitude alpha by the state based on vehicle 1, and best burnup band X also can change by the state based on vehicle 1.
The hysteresis amplitude configuration part 440 of present embodiment is based at least along with engine speed change, the loss of generation and the engine efficiency (efficiency of internal combustion engine) of driving engine 10 are set regulation hysteresis amplitude alpha.This hysteresis amplitude configuration part 440 comprises supposition loss calculating part 441, actual loss calculating part 442, engine efficiency calculating part 443 and comparison determination portion 444 and forms.
Suppose that loss calculating part 441 calculates in the situation that the operating point of supposition driving engine 10 is on best burnup line L, the operating point on the supposition best burnup line L best with engine efficiency makes driving engine 10 carry out following in the loss of the change of engine speed under operating condition.Said this followed in the loss of the change of engine speed, typically refers to the power waste of following inertia (rotatory inertia) the torque part changing in the rotation of driving engine 10.
Suppose that the operating point of loss calculating part 441 calculation assumption driving engines 10 is positioned at the engine speed of the supposition in the situation on best burnup line L, calculate the following in the rotation change of the supposition of driving engine 10, the i.e. summation of the power waste of the inertia torque of the change of the engine speed of supposition part of predefined specified time limit, using it as supposition loss amount.Follow the power waste of the inertia torque part changing in the rotation of driving engine 10 to calculate by various known methods, such as calculating based on rotatory inertia quality and each velocity variations etc.Suppose that loss calculating part 441 for example will calculate as supposition loss amount with following in the summation of fuel discharge corresponding to the power waste of the inertia torque part of the rotation change of driving engine 10 of predefined specified time limit.
In addition, at this, hysteresis amplitude configuration part 440 is as making to suppose that loss amount or actual loss amount described later, engine efficiency are illustrated with the consistent mode of calculating of system of units of fuel discharge, but be not limited to this, as long as suitably they are unified into the unit that can mutually compare.
The operating point place of the driving engine 10 that 442 calculating of actual loss calculating part are actual follows in the loss of the change of engine speed, i.e. the power waste of inertia (rotatory inertia) torque part.Actual loss calculating part 442 calculates and above-mentioned same following in the summation of the power waste of the inertia torque part of the change of the actual engine speed of driving engine 10, using it as actual loss amount in predefined specified time limit.Actual loss calculating part 442 for example will calculate as actual loss amount with following in the summation of fuel discharge corresponding to the power waste of the inertia torque part of the actual rotation change of driving engine 10 of predefined specified time limit.
Suppose the absolute value of the difference of the actual loss amount that the supposition loss amount that calculates of loss calculating part 441 and actual loss calculating part 442 calculate, be with respect in the situation that supposition with the operating point running engine 10 on best burnup line L follow inertia (rotatory inertia) loss in the change of engine speed, in the situation that carry out change that rotation change inhibition variable speed control carries out to suppress engine speed above-mentioned predefined specified time limit the actual inertia (rotatory inertia) having curbed lose corresponding value.
In addition, suppose that loss calculating part 441, actual loss calculating part 442, except following the power waste of the inertia torque part changing in the rotation of driving engine 10, can also also be included in the summation (summation of the fuel discharge corresponding with power waste) of the power waste of following the speed change of carrying out in change-speed box 3 of above-mentioned predefined specified time limit respectively in supposition loss amount, actual loss amount and calculate.Namely, regulation hysteresis amplitude alpha also can be set accordingly with the power waste of speed change that is accompanied by the change-speed box 3 formed engine rotary speeds of the rotation output of accepting the driving engine 10 be passed in hysteresis amplitude configuration part 440.Said following in the power waste of change-speed box 3 formed speed changes, refers to the power waste of following in the gear shifting operation of change-speed box 3, is the power waste producing corresponding to the size etc. of hydraulic pressure of working oil that is fed into the various hydraulic pressure chambers etc. of change-speed box 3.In this case, suppose loss calculating part 441, actual loss calculating part 442, such as if by the hydraulic pressure of working oil or to the operative conditions such as input torque of change-speed box 3 and with follow in the corresponding relation of fuel discharge corresponding to the power waste of speed change mapping graph in advance, corresponding to the detection signal of various sensors, according to this mapping graph, suitably calculate and follow in fuel discharge corresponding to the power waste of speed change.In this case, hysteresis amplitude configuration part 440 is by being calculated following in the summation of the power waste of the speed change of change-speed box 3 is included in respectively supposition loss amount, actual loss amount of specified time limit by supposition loss calculating part 441, actual loss calculating part 442, can more suitably set regulation hysteresis amplitude alpha by the state based on vehicle 1,, can more suitably set best burnup band X by the state based on vehicle 1, thereby, the drive system that result can further improve vehicle 1 efficiency on the whole.
The engine efficiency of engine efficiency calculating part 443 calculation engines 10.Further, engine efficiency calculating part 443, calculation assumption situation on best burnup line L of the operating point of driving engine 10, supposed the actual engine efficiency at the engine efficiency of the supposition in the situation of the operating point running engine 10 on the best burnup line L best with engine efficiency and the operating point place of actual driving engine 10, calculate the poor of the engine efficiency of this supposition and actual engine efficiency.And the summation of the difference of the engine efficiency of 443 calculating of engine efficiency calculating part and the above-mentioned same supposition in predefined specified time limit and actual engine efficiency, using it as engine efficiency deterioration amount.Engine efficiency calculating part 443, for example, calculate the summation of fuel discharge corresponding to the difference of the engine efficiency of the supposition with specified time limit and actual engine efficiency as engine efficiency deterioration amount.At this, this engine efficiency can calculate by various known methods, such as can based on according to engine speed and the fuel discharge that corresponding motor torque consumes with it etc. calculate, but be not limited to this.
The engine efficiency deterioration amount that this engine efficiency calculating part 443 calculates, be equivalent to with because of carry out rotation change suppress variable speed control with suppress the change of engine speed cause the operating point being offset from best burnup line L carry out actual engine efficiency in the situation of running engine 10, with respect to having supposed with the corresponding value of the deterioration of the engine efficiency in the situation of the operating point running engine 10 on best burnup line L.
And, the absolute value of the difference of the actual loss amount that the supposition loss amount that relatively determination portion 444 is calculated supposition loss calculating part 441 and actual loss calculating part 442 calculate, the engine efficiency deterioration amount of calculating with engine efficiency calculating part 443 compare, and according to comparative result, set regulation hysteresis amplitude alpha.Relatively determination portion 444 is in the situation that the absolute value ratio engine degradation in efficiency amount of the difference of supposition loss amount and actual loss amount is large, the amplitude alpha that makes to lag behind relatively increases and is set, on the other hand, in the situation that the absolute value of the difference of supposition loss amount and actual loss amount is below engine efficiency deterioration amount, the amplitude alpha that makes to lag behind relatively reduces and is set.Relatively determination portion 444 is for example in the situation that relatively increasing hysteresis amplitude alpha and setting, make this hysteresis amplitude alpha increase predefined specified amount, and in the situation that relatively reducing hysteresis amplitude alpha and setting, make this hysteresis amplitude alpha reduce predefined specified amount.
Namely, relatively determination portion 444 is in the situation that the absolute value of the difference of supposition loss amount and actual loss amount is greater than engine efficiency deterioration amount, , many in the relative change of deterioration of rotating the engine efficiency of change when suppressing inertia (rotatory inertia) loss that variable speed control obtains actual inhibitions and comparing the operating point running engine 10 to be offset from best burnup line L by execution, in the situation of the drive system that can improve vehicle 1 efficiency on the whole, the amplitude alpha that makes to lag behind relatively increases, expand best burnup band X, make to carry out the operation range expansion that rotation change suppresses variable speed control.On the other hand, relatively determination portion 444 is in the situation that the absolute value of the difference of supposition loss amount and actual loss amount is below engine efficiency deterioration amount,, in the situation that rotate change by execution, to suppress the deterioration of inertia (rotatory inertia) loss that variable speed control obtains actual the inhibitions engine efficiency while comparing the operating point running engine 10 to be offset from best burnup line L relatively few, the amplitude alpha that makes to lag behind relatively reduces, dwindle best burnup band X, the operation range of carrying out rotation change inhibition variable speed control is dwindled.
In other words, relatively determination portion 444 is by relatively supposing absolute value and the engine efficiency deterioration amount of the difference of loss amount and actual loss amount, can determine, even if be the efficiency on the whole of drive system that engine efficiency more or less worsens, also can improve when inertia (rotatory inertia) loss that suppresses to follow in the rotation change of driving engine 10 vehicle 1, even or allow to follow inertia (rotatory inertia) loss in the rotation change of driving engine 10, the drive system that also can improve vehicle 1 when suppressing the deterioration of engine efficiency efficiency on the whole.And, relatively determination portion 444 is in the situation that the absolute value ratio engine degradation in efficiency amount of the difference of supposition loss amount and actual loss amount is large,, even if engine efficiency more or less worsens, in the situation that the drive system that also can improve vehicle 1 while suppressing to follow inertia (rotatory inertia) loss in the rotation change of driving engine 10 efficiency on the whole, the amplitude alpha that makes as described above to lag behind relatively increases.On the other hand, relatively determination portion 444 is in the situation that the absolute value of the difference of supposition loss amount and actual loss amount is below engine efficiency deterioration amount,, even if allow to follow inertia (rotatory inertia) loss in the rotation change of driving engine 10, in the situation that the drive system that also can improve vehicle 1 while suppressing the deterioration of engine efficiency efficiency on the whole, the amplitude alpha that makes as described above to lag behind relatively reduces.
In addition, even more or less worsen, rotating drive system that change suppresses also can to improve when variable speed control suppresses to follow inertia (rotatory inertia) loss in the rotation change of the driving engine 10 vehicle 1 such operative condition of efficiency on the whole by execution as engine efficiency, such as the acceleration that has chaufeur, operate operative condition that the variation frequency of formed accelerator open degree is higher etc.Even as allowing to follow inertia (rotatory inertia) loss in the rotation change of driving engine 10, the drive system that also can improve vehicle 1 when suppressing the deterioration of the engine efficiency such operative condition of efficiency on the whole, such as the acceleration that has chaufeur, operate operative condition that the variation frequency of formed accelerator open degree is low etc.
And, form the operating point detection unit 112(of present embodiment of target control amount calculating part 110 with reference to Fig. 3) best burnup band X(corresponding to hysteresis amplitude alpha based on being set by the comparison determination portion 444 of hysteresis amplitude configuration part 440 be as described above with reference to Fig. 5), judge that the operating point of driving engine 10 is whether in best burnup band X.Transmission control portion 130 suppresses variable speed control in the situation that the operating point of driving engine 10 in this best burnup band X, is carried out the rotation change of the change that suppresses engine speed as described above.
The driving-force control apparatus 400 forming is as described above the setting of the state based on vehicle 1 regulation hysteresis amplitude alpha by hysteresis amplitude configuration part 440, thereby, can more suitably set best burnup band X corresponding to the state of actual vehicle 1, so, the drive system that can further improve vehicle 1 efficiency on the whole.
, the driving-force control apparatus 400 of present embodiment due to by hysteresis amplitude configuration part 440 based on following the loss of change and the engine efficiency of driving engine 10 in engine speed to set regulation hysteresis amplitude alpha, so, can judge, even if be that engine efficiency more or less worsens, the drive system that also can improve vehicle 1 when the inertia loss that suppresses to follow in the rotation change of driving engine 10 efficiency on the whole, even if also make to allow to follow the inertia loss in the rotation change of driving engine 10, the drive system that also can improve vehicle 1 when the deterioration that suppresses engine efficiency efficiency on the whole, can set hysteresis amplitude alpha based on this result of determination.
For example, driving-force control apparatus 400 operates under the operative condition that the variation frequency of formed accelerator open degree is higher in the acceleration of chaufeur, exist the change of engine speed easily to become large, inertia loss easily becomes large tendency, and under these circumstances, because hysteresis amplitude alpha relatively increases, as the best burnup band X that carries out the operation range of rotation change inhibition variable speed control, expand, thereby, even if engine efficiency more or less worsens, but change to suppress incident inertia and lose by suppressing the rotation of driving engine 10, the drive system that also can improve vehicle 1 efficiency on the whole.In addition, in this case, by suppressing the rotation change of driving engine 10, can suppress engine noise, and, by suppressing inertia torque, can improve the propulsive effort of vehicle 1 with respect to the responsibility of the acceleration operation of chaufeur.
On the other hand, driving-force control apparatus 400 operates under the operative condition that the variation frequency of formed accelerator open degree is lower in the acceleration of chaufeur, exist the change of engine speed little, inertia loss self is few tendency just, thereby, under these circumstances, hysteresis amplitude alpha relatively reduces, as the best burnup band X that carries out the operation range of rotation change inhibition variable speed control, dwindle, so, even if allow to follow the inertia loss in the rotation change of driving engine 10, but by suppressing the deterioration of engine efficiency, the drive system that also can improve vehicle 1 efficiency on the whole.
Then, with reference to the diagram of circuit of Figure 13, to by dual-purpose, the hysteresis amplitude setup control as the ECU51 of the related driving-force control apparatus 400 of present embodiment describes.In addition, these control programs are carried out to the control cycle of tens of ms repeatedly by every several ms.
First, the supposition loss calculating part 441 of the formation hysteresis amplitude configuration part 440 of driving-force control apparatus 400, calculation assumption the operating point of driving engine 10 be positioned at the situation of best burnup line L, in the situation that supposed the supposition loss amount A(S400 with the predefined specified time limit of the operating point running engine 10 on the best best burnup line L of engine efficiency).
Then, form the actual loss calculating part 442 of hysteresis amplitude configuration part 440, calculate with the following in the actual loss amount B(S402 of the change of actual engine speed of above-mentioned same predefined specified time limit).
Then, form the engine efficiency calculating part 443 of hysteresis amplitude configuration part 440, calculating is at the summation of the difference of the engine efficiency of the supposition with above-mentioned same predefined specified time limit and actual engine efficiency, calculation engine degradation in efficiency amount C(S404).
Then, form the comparison determination portion 444 of hysteresis amplitude configuration part 440, by at S400 by supposing the absolute value of the supposition loss amount A that calculates of loss calculating part 441 with the difference of the actual loss amount B being calculated by actual loss calculating part 442 at S402, following the engine efficiency deterioration amount C being calculated by engine efficiency calculating part 443 at S404 to compare, whether the absolute value of judging supposition loss amount A and the difference of actual loss amount B ratio engine degradation in efficiency amount C (S406) greatly.
Relatively determination portion 444 is in the situation that determine the absolute value ratio engine degradation in efficiency amount C large (S406:Yes(is) of the difference of supposition loss amount A and actual loss amount B), the amplitude alpha that makes to lag behind relatively increases, expand best burnup band X(S408), finish current control cycle, transfer to next control cycle.
Relatively determination portion 444 is in the situation that to determine the absolute value of the difference of supposition loss amount A and actual loss amount B be below engine efficiency deterioration amount C (S406:No(is no)), the amplitude alpha that makes to lag behind relatively reduces, dwindle best burnup band X and dwindle (S410), finish current control cycle, transfer to next control cycle.
The driving-force control apparatus 400 related according to embodiments of the present invention discussed above, driving-force control apparatus 400 in the situation that the operating point of driving engine 10 in best burnup band, the rotation change that suppresses the change of engine speed by execution suppresses variable speed control, can suppress to follow inertia (rotatory inertia) loss in the rotation change of driving engine 10 while the deterioration that suppresses engine efficiency, can suppress deterioration and the inhibition of engine efficiency follows in the inertia loss of the rotation change of driving engine 10 simultaneously, thereby, the drive system that can improve vehicle 1 efficiency on the whole.
And then the driving-force control apparatus 400 related according to embodiments of the present invention discussed above, possesses the hysteresis amplitude configuration part 440 that state based on vehicle 1 is set regulation hysteresis amplitude.Therefore, driving-force control apparatus 400 is the setting of the state based on vehicle 1 regulation hysteresis amplitude alpha by hysteresis amplitude configuration part 440, so, can more suitably set in consistent manner best burnup band X with the state of actual vehicle 1, the drive system that therefore, can further improve vehicle 1 efficiency on the whole.
And then, the driving-force control apparatus 400 related according to embodiments of the present invention discussed above, hysteresis amplitude configuration part 440 is based on following the loss of change and the engine efficiency of driving engine 10 in engine speed to set regulation hysteresis amplitude.Therefore, driving-force control apparatus 400 by hysteresis amplitude configuration part 440 based on following the loss of change and the engine efficiency of driving engine 10 in engine speed to set regulation hysteresis amplitude alpha, thereby, can determine, even if be that engine efficiency more or less worsens, when suppress to follow in the rotation change of driving engine 10 inertia loss time also can improve vehicle 1 efficiency on the whole of drive system, even if or allow to follow the inertia loss in the rotation change of driving engine 10, the drive system that also can improve vehicle 1 when suppressing the deterioration of engine efficiency efficiency on the whole, can set hysteresis amplitude alpha based on this result of determination, thereby the drive system that can further improve vehicle 1 efficiency on the whole.
(embodiment 5)
Figure 14 means the summary pie graph of the vehicle that has been suitable for the related driving-force control apparatus of embodiments of the present invention 5, and Figure 15 to Figure 22 is the diagram of circuit of the hysteresis amplitude setup control of the related driving-force control apparatus of explanation embodiments of the present invention 5.The related driving-force control apparatus of embodiment 5 is the driving-force control apparatus roughly the same formation related with embodiment 4, but the formation of the set mechanism driving-force control apparatus related from embodiment 4 is different.In addition,, for the common formation of the embodiment with above-mentioned, effect, effect, the repetitive description thereof will be omitted as far as possible, and mark identical Reference numeral.
The driving-force control apparatus 500 of present embodiment as shown in Figure 14, is provided with aspect concept of function: as the target control amount calculating part 110 of target control amount computing mechanism, as the engine control portion 120 of combustion engine control mechanism with as the transmission control portion 130 of speed changing control mechanism.
And then, the driving-force control apparatus 500 of present embodiment is provided with the hysteresis amplitude configuration part 540 as set mechanism aspect concept of function, this hysteresis amplitude configuration part 540 state based on vehicle 1 is suitably set regulation hysteresis amplitude alpha (with reference to Fig. 5), the drive system that can improve thus vehicle 1 efficiency on the whole, but also can improve so-called driveability.
Particularly, the state of hysteresis amplitude configuration part 540 based on vehicle 1 set regulation hysteresis amplitude alpha.That is, hysteresis amplitude configuration part 540 can change regulation hysteresis amplitude alpha by the state based on vehicle 1.Hysteresis amplitude configuration part 540 be by changing hysteresis amplitude alpha by the state based on vehicle 1, makes the state variation that best burnup band X also can be based on vehicle 1.
And, the hysteresis amplitude configuration part 540 of present embodiment be configured to state based on as vehicle 1, such as the operative condition of vehicle 1, the motoring condition etc. that the running of vehicle 1 pointed to state, vehicle 1, set regulation hysteresis amplitude alpha.
Hysteresis amplitude configuration part 540 is in the situation that operative condition based on vehicle 1 is set regulation hysteresis amplitude alpha, such as the speed of a motor vehicle that also can be based on vehicle 1 or as chaufeur, the propulsive effort of vehicle 1 is required the accelerator open degree etc. of the operational ton of operation to set regulation hysteresis amplitude alpha.
Particularly, hysteresis amplitude configuration part 540 also can be based on vehicle 1 the amplitude of fluctuation of the speed of a motor vehicle set regulation hysteresis amplitude alpha.In this case, the hysteresis amplitude configuration part 540 for example detection signal based on vehicle-wheel speed sensor 62 obtains the speed of a motor vehicle of vehicle 1, often upgrade the amplitude of fluctuation of this speed of a motor vehicle within predefined specified time limit, can the amplitude of fluctuation based on this speed of a motor vehicle change regulation hysteresis amplitude alpha.
In this case, hysteresis amplitude configuration part 540 for example, shown in the diagram of circuit of the explanation hysteresis amplitude setup control of Figure 15, judges that whether the amplitude of fluctuation of the speed of a motor vehicle is than predefined specified value little (S500a).Hysteresis amplitude configuration part 540 is in the situation that to determine the amplitude of fluctuation of the speed of a motor vehicle be more than specified value (S500a:No(is no)), finish current control cycle, transfer to next control cycle.Hysteresis amplitude configuration part 540 in the situation that the amplitude of fluctuation that determines the speed of a motor vehicle than specified value little (S500a:Yes(is)), in other words, in the situation that the operative condition of vehicle 1 is the state that approaches steady running state, amplitude of fluctuation corresponding to the speed of a motor vehicle changes hysteresis amplitude alpha (S502a), finish current control cycle, transfer to next control cycle.Now, hysteresis amplitude configuration part 540 when the amplitude of fluctuation of the speed of a motor vehicle relatively more hour, relatively increase hysteresis amplitude alpha, expand best burnup band X, make to carry out the operation range that rotation change suppresses variable speed control and expand.In other words, hysteresis amplitude alpha, when the amplitude of fluctuation of the speed of a motor vehicle is relatively larger, is relatively reduced in hysteresis amplitude configuration part 540.
Its result, driving-force control apparatus 500 is by the situation that the amplitude of fluctuation of the speed of a motor vehicle of vehicle 1 is smaller, the operative condition of vehicle 1 is the state that approaches steady running state, by hysteresis amplitude configuration part 540 amplitude alpha that makes to lag behind, relatively increased, expand and carry out the operation range that rotation change suppresses variable speed control, can suppress energetically thus the rotation change of driving engine 10, thereby, can suppress the sensitivity change of engine speed, the drive system of raising vehicle 1 efficiency on the whole, and can improve driveability.
In addition, hysteresis amplitude configuration part 540 also can the amplitude of fluctuation based on the speed of a motor vehicle be in predefined specialized range (the first specialized range) during set regulation hysteresis amplitude alpha.In this case, the hysteresis amplitude configuration part 540 for example detection signal based on vehicle-wheel speed sensor 62 obtains the speed of a motor vehicle of vehicle 1, the amplitude of fluctuation of often upgrading this speed of a motor vehicle be in specialized range during, can the amplitude of fluctuation based on this speed of a motor vehicle be in specialized range during change regulation hysteresis amplitude alpha.
In this case, hysteresis amplitude configuration part 540 for example shown in the diagram of circuit of the explanation hysteresis amplitude setup control of Figure 16, the amplitude of fluctuation of judging the speed of a motor vehicle as during in specialized range whether than predefined specified time limit long (S500b).Hysteresis amplitude configuration part 540 is in the situation that the amplitude of fluctuation of the judgement place speed of a motor vehicle is (S500b:No(is no) below specified time limit during in specialized range), finish current control cycle, transfer to next control cycle.Hysteresis amplitude configuration part 540 in the situation that determine the amplitude of fluctuation of the speed of a motor vehicle be in specialized range during than specified time limit long (S500b:Yes(is)), in other words, in the situation that the operative condition of vehicle 1 is the state that approaches steady running state, corresponding to the amplitude of fluctuation of the speed of a motor vehicle be in specialized range during change hysteresis amplitude alpha (S502b), finish current control cycle, transfer to next control cycle.Now, hysteresis amplitude configuration part 540 when the amplitude of fluctuation of the speed of a motor vehicle be in specialized range during relatively increase hysteresis amplitude alpha when relatively longer, expand best burnup band X, make to carry out the operation range that rotation change suppresses variable speed control and expand.In other words, hysteresis amplitude configuration part 540 when the amplitude of fluctuation of the speed of a motor vehicle be in specialized range during relatively more relatively reduce hysteresis amplitude alpha.
Its result, driving-force control apparatus 500 in the situation that the amplitude of fluctuation of the speed of a motor vehicle be in specialized range during operative condition long, vehicle 1 be the state that approaches steady running state, by hysteresis amplitude configuration part 540 amplitude alpha that makes to lag behind, relatively increased, expand and carry out the operation range that rotation change suppresses variable speed control, can suppress energetically thus the rotation change of driving engine 10, thereby, can suppress the sensitivity change of engine speed, the drive system of raising vehicle 1 efficiency on the whole, and can improve driveability.
In addition, hysteresis amplitude configuration part 540 also can based on accelerator open degree be in predefined specialized range (the second specialized range) during set regulation hysteresis amplitude alpha.In this case, the hysteresis amplitude configuration part 540 for example detection signal based on accelerator open degree sensor 56 obtains accelerator open degree, the amplitude of fluctuation of often upgrading this accelerator open degree be in specialized range during, can the amplitude of fluctuation based on this accelerator open degree be in specialized range during change regulation hysteresis amplitude alpha.
In this case, hysteresis amplitude configuration part 540 for example shown in the diagram of circuit of the explanation hysteresis amplitude setup control of Figure 17, the amplitude of fluctuation of judging accelerator open degree as during in specialized range whether than predefined specified time limit long (S500c).Hysteresis amplitude configuration part 540 in the situation that determine the amplitude of fluctuation of accelerator open degree be in specialized range during for (S500c:No(is no) below specified time limit), finish current control cycle, transfer to next control cycle.Hysteresis amplitude configuration part 540 in the situation that determine the amplitude of fluctuation of accelerator open degree be in specialized range during than specified time limit long (S500c:Yes(is)), in other words, in the situation that the operative condition of vehicle 1 is the state that approaches steady running state, corresponding to the amplitude of fluctuation of accelerator open degree be in specialized range during change hysteresis amplitude alpha (S502c), finish current control cycle, transfer to next control cycle.Now, hysteresis amplitude configuration part 540 when the amplitude of fluctuation of accelerator open degree be in specialized range during relatively increase hysteresis amplitude alpha when relatively longer, expand best burnup band X, make to carry out the operation range that rotation change suppresses variable speed control and expand.In other words, hysteresis amplitude configuration part 540 when the amplitude of fluctuation of accelerator open degree be in specialized range during relatively more relatively reduce hysteresis amplitude alpha.
Its result, driving-force control apparatus 500 in the situation that the amplitude of fluctuation of accelerator open degree be in specialized range during operative condition long, vehicle 1 be the state that approaches steady running state, by hysteresis amplitude configuration part 540 amplitude alpha that makes to lag behind, relatively increased, expand and carry out the operation range that rotation change suppresses variable speed control, thus, can suppress energetically the rotation change of driving engine 10, thereby, can suppress the sensitivity change of engine speed, the drive system of raising vehicle 1 efficiency on the whole, and can improve driveability.
In addition, hysteresis amplitude configuration part 540 is in the situation that set regulation hysteresis amplitude alpha based on chaufeur to the running sensing state of vehicle 1, for example also can point to guess value according to the running of the detection signal based on various sensors comes chaufeur (for example to point to the running of vehicle 1, motion travel point to or burnup amount travel point to etc.) classify, set accordingly regulation hysteresis amplitude alpha.
Particularly, hysteresis amplitude configuration part 540 for example also can be used as running and points to the distribution proportion of the propulsive effort that guess value realizes based on vehicle 1 and set regulation hysteresis amplitude alpha.In this case, the hysteresis amplitude configuration part 540 for example detection signal based on various sensors obtains the propulsive effort that vehicle 1 is realized, often upgrade the distribution of the propulsive effort of realizing, the distribution proportion of propulsive effort that can be based on this realization changes regulation hysteresis amplitude alpha.
In this case, hysteresis amplitude configuration part 540 for example, shown in the diagram of circuit of the explanation hysteresis amplitude setup control of Figure 18, judges that whether the distribution proportion of the propulsive effort less than predefined specified value is than predefined regulation ratio many (S500d).Hysteresis amplitude configuration part 540 is in the situation that to determine the distribution proportion of the propulsive effort less than specified value be (S500d:No(is no) below regulation ratio), finish current control cycle, transfer to next control cycle.Hysteresis amplitude configuration part 540 in the situation that the distribution proportion that determines the propulsive effort less than specified value than regulation ratio many (S500d:Yes(is)),, in the situation that point to for the propulsive effort less than specified value is utilized more such running, distribution proportion corresponding to the propulsive effort less than specified value changes hysteresis amplitude alpha (S502d), finish current control cycle, transfer to next control cycle.Now, hysteresis amplitude configuration part 540 relatively increases hysteresis amplitude alpha when the distribution proportion of the propulsive effort less than specified value is relatively more, expands best burnup band X, makes to carry out the operation range that rotation change suppresses variable speed control and expands.In other words, hysteresis amplitude alpha is relatively reduced in hysteresis amplitude configuration part 540 when the distribution proportion of the propulsive effort less than specified value is relatively fewer.
Its result, driving-force control apparatus 500 is in the situation that be that the propulsive effort less than specified value pointed to by the such running of more utilization, by hysteresis amplitude configuration part 540 amplitude alpha that makes to lag behind, relatively increased, expand and carry out the operation range that rotation change suppresses variable speed control, thus, can suppress energetically the rotation change of driving engine 10, thereby, can suppress the sensitivity change of engine speed, the drive system that has improved vehicle 1 efficiency on the whole, and can improve driveability.
In addition, hysteresis amplitude configuration part 540 also can be configured to, in the situation that the motoring condition based on vehicle 1 is set regulation hysteresis amplitude alpha, such as the different kinds of roads information such as turning information of the block information of the speed limit information of the road travelling based on vehicle 1, road that vehicle 1 travels, road that vehicle 1 travels or comprise as the state of the ambient environment of the vehicle 1 of other vehicles of the thing that travels that travel in the place ahead of vehicle 1 and the range information of vehicle 1 etc. and set regulation hysteresis amplitude alpha.
In this case, driving-force control apparatus 500 also can connect for obtain the road information relevant to the state of the road of vehicle 1 driving process or with the mechanism of the associated vehicle communication information of the relation of other vehicles, such as connecting as shown in Figure 14 homing advice 550 or radar 551 etc.Homing advice 550 is equipped on vehicle 1, and the guided vehicle 1 of usining arrives regulation destination as basic function.Homing advice 550 for example utilizes GPS(global positioning system) or self-discipline navigation method determine especially the current location of vehicle 1, the enquiring vehicle 1 necessary road information (map, straight line path, turning, lifting slope, expressway, arteries of communication blockage, category of roads, speed limit etc.) etc. that travels, obtain the best route that leads to destination, for example, enterprising the working of display frame, toward the driving path of destination, guide.Homing advice 550 is connected with driving-force control apparatus 500, and various information is exported to driving-force control apparatus 500.Radar 551 for example and other vehicles between carry out vehicle communication, such as accepting vehicle communication information etc. from other vehicles.In addition, driving-force control apparatus 500 also can connect in-vehicle camera (not shown) that is equipped on vehicle 1 and can makes a video recording to the car of vehicle 1 etc. outward.
The speed limit information of the road also can travelling based on vehicle 1 in particularly, hysteresis amplitude configuration part 540 is set regulation hysteresis amplitude alpha.In this case, hysteresis amplitude configuration part 540 such as the GPS by homing advice 550 etc. obtains the current location information of vehicle 1, from the map data base of homing advice 550, obtain the road information of the road corresponding with this position, obtain for example, speed limit information as the relevant information of the speed limit with current the travelled road of vehicle 1 (, legal limit etc.).And hysteresis amplitude configuration part 540 can change regulation hysteresis amplitude alpha based on this speed limit information.At this, the hysteresis amplitude configuration part 540 also detection signal based on vehicle-wheel speed sensor 62 obtains the speed of a motor vehicle of current vehicle 1, can be based on changing regulation hysteresis amplitude alpha with the deviation of the corresponding speed limit of speed limit information and this current speed of a motor vehicle.
In this case, hysteresis amplitude configuration part 540 for example shown in the diagram of circuit of the explanation hysteresis amplitude setup control of Figure 19, judges that whether deviation corresponding to the speed limit of speed limit information and the current speed of a motor vehicle is than predefined regulation deviation little (S500e).The deviation that hysteresis amplitude configuration part 540 is determining corresponding to the speed limit of speed limit information and the current speed of a motor vehicle is more than regulation deviation (S500e:No(is no)), finish current control cycle, transfer to next control cycle.Hysteresis amplitude configuration part 540 is in the situation that determine the deviation ratio regulation deviation little (S500e:Yes(is) corresponding to the speed limit of speed limit information and the current speed of a motor vehicle),, in the situation that can infer that near the acceleration and deceleration of the speed of a motor vehicle that vehicle 1 after having risen to speed limit require relatively few, deviation corresponding to speed limit and the current speed of a motor vehicle changes hysteresis amplitude alpha (S502e), finish current control cycle, transfer to next control cycle.Now, hysteresis amplitude configuration part 540 more hour relatively increases hysteresis amplitude alpha when the deviation of speed limit and the current speed of a motor vehicle is relative, expands best burnup band X, makes to carry out the operation range expansion that rotation change suppresses variable speed control.In other words, hysteresis amplitude configuration part 540 is relatively reduced hysteresis amplitude alpha when larger when the deviation of speed limit and the current speed of a motor vehicle is relative.
Its result, near the acceleration and deceleration of the speed of a motor vehicle that driving-force control apparatus 500 in the situation that can infer vehicle 1 after rising to speed limit require relatively few, by hysteresis amplitude configuration part 540 amplitude alpha that makes to lag behind, relatively increase to expand and carry out the operation range that rotation change suppresses variable speed control, thus, can suppress energetically the rotation change of driving engine 10, thereby, can suppress the sensitivity change of engine speed, the drive system that has improved vehicle 1 efficiency on the whole, and can improve driveability.
The block information of the road also can travelling based on vehicle 1 in the configuration part of hysteresis amplitude in addition, 540 is set regulation hysteresis amplitude alpha.In this case, hysteresis amplitude configuration part 540 such as the GPS by homing advice 550 etc. obtains the current location information of vehicle 1, from the map data base of homing advice 550, obtain the road information of the road corresponding with this position, thereby obtain the block information of the conduct of the road that vehicle 1 is current travelled and the information of block dependency.And hysteresis amplitude configuration part 540 can change regulation hysteresis amplitude alpha based on this block information.
In this case, hysteresis amplitude configuration part 540 for example, shown in the diagram of circuit of the explanation hysteresis amplitude setup control of Figure 20, judges based on block information whether the road that vehicle 1 is current travelled stops up (S500f).Hysteresis amplitude configuration part 540 is not to stop up time in the situation that (S500f:No(is no) determining based on block information), finish current control cycle, transfer to next control cycle.Hysteresis amplitude configuration part 540 is to determine based on block information be to stop up time in the situation that (S500f:Yes(is)), based on block information and corresponding to chocking-up degree, change hysteresis amplitude alpha (S502f), finish current control cycle, transfer to next control cycle.Now, hysteresis amplitude configuration part 540 just relatively increases hysteresis amplitude alpha when chocking-up degree is higher, expands best burnup band X, and the operation range of carrying out rotation change inhibition variable speed control is expanded.In other words, hysteresis amplitude alpha is just relatively reduced in hysteresis amplitude configuration part 540 when chocking-up degree is lower.
Its result, driving-force control apparatus 500 is in the situation that chocking-up degree is high, acceleration and deceleration repeatedly at short notice, have the change that engine speed easily occurs, by hysteresis amplitude configuration part 540 amplitude alpha that makes to lag behind, relatively increase to expand and carry out the operation range that rotation change suppresses variable speed control, thus, can suppress energetically the rotation change of driving engine 10, thereby, can suppress the sensitivity change of engine speed, the drive system that has improved vehicle 1 efficiency on the whole, and can improve driveability.
Turning (detour) information of the road also can travelling based on vehicle 1 in the configuration part of hysteresis amplitude in addition, 540 is set regulation hysteresis amplitude alpha.In this case, hysteresis amplitude configuration part 540 such as the GPS by homing advice 550 etc. obtains the current location information of vehicle 1, from the map data base of homing advice 550, obtain the road information of the road corresponding with this position, obtain road and the turning information (detour) the relevant information of turning that vehicle 1 is current travelled.And hysteresis amplitude configuration part 540 can change regulation hysteresis amplitude alpha based on this turning information.
In this case, hysteresis amplitude configuration part 540 for example shown in the diagram of circuit of the explanation hysteresis amplitude setup control of Figure 21, based on turning information, judges that road that vehicle 1 is current travelled is whether before turning (S500g).Hysteresis amplitude configuration part 540 based on turning information, determine be not to turn before in the situation that (S500g:No(is no)), finish current control cycle, transfer to next control cycle.Hysteresis amplitude configuration part 540 based on turning information, determine be turn before in the situation that (S500g:Yes(is)), based on turning information and corresponding to the curvature of turn (detour) etc., change hysteresis amplitude alpha (S502g), finish current control cycle, transfer to next control cycle.Now, hysteresis amplitude configuration part 540 when turn curvature larger (sharp curve way) time relatively increase hysteresis amplitude alpha, expand best burnup band X, make to carry out the operation range expansion that rotation change suppresses variable speed control.In other words, hysteresis amplitude alpha more hour is relatively reduced when the curvature of turning in hysteresis amplitude configuration part 540.
Its result, driving-force control apparatus 500 is in the situation that return the state before the turning of the tendency of accelerating operation for existing easily by chaufeur, by hysteresis amplitude configuration part 540 amplitude alpha that makes to lag behind, relatively increase to expand and carry out the operation range that rotation change suppresses variable speed control, thus, can suppress energetically the rotation change of driving engine 10, thereby, can suppress the sensitivity change of engine speed, suppress the rising of useless engine speed, the drive system of raising vehicle 1 efficiency on the whole, and can also improve driveability.
In addition, other vehicles that hysteresis amplitude configuration part 540 also can be based on travelling in the place ahead of vehicle 1 and the range information of vehicle 1, be in other words that vehicle headway information is set regulation hysteresis amplitude alpha.In this case, hysteresis amplitude configuration part 540 is such as obtaining vehicle communication information from radar 551 grades, based on vehicle communication information, obtains the range information (vehicle headway information) with the information of the Range-based of other vehicles that travel in the place ahead of vehicle 1 and vehicle 1.And other vehicles that hysteresis amplitude configuration part 540 can be based on travelling in the place ahead of this vehicle 1 and the range information of vehicle 1 change regulation hysteresis amplitude alpha.
In this case, hysteresis amplitude configuration part 540 is for example shown in the diagram of circuit of the explanation hysteresis amplitude setup control of Figure 22, based on range information (vehicle communication information), judge other vehicles travel forwardly with the vehicle headway of vehicle 1 whether than predefined predetermined distance short (S500h).Hysteresis amplitude configuration part 540 is determining vehicle headway longer than predetermined distance in the situation that (S500h:No(is no)), finish current control cycle, transfer to next control cycle.Hysteresis amplitude configuration part 540 is determining vehicle headway shorter than predetermined distance in the situation that (S500h:Yes(is)), corresponding to range information, change hysteresis amplitude alpha (S502h), finish current control cycle, transfer to next control cycle.Now, hysteresis amplitude configuration part 540, when the vehicle headway based on range information more relatively increases hysteresis amplitude alpha, expands best burnup band X, and the operation range of carrying out rotation change inhibition variable speed control is expanded.In other words, hysteresis amplitude alpha is relatively reduced in hysteresis amplitude configuration part 540 when the vehicle headway based on range information is longer.
Its result, other vehicles that driving-force control apparatus 500 is travelled forwardly and vehicle 1 the shorter situation of distance under, by hysteresis amplitude configuration part 540 amplitude alpha that makes to lag behind, relatively increased, expand and carry out the operation range that rotation change suppresses variable speed control, thus, can suppress energetically the rotation change of driving engine 10, thereby, can suppress the sensitivity change of engine speed, suppress the rising of useless engine speed, the drive system that has improved vehicle 1 efficiency on the whole, and can improve driveability.
The driving-force control apparatus 500 related according to embodiments of the present invention discussed above, driving-force control apparatus 500 is in the situation that the operating point of driving engine 10 suppresses the rotation change inhibition variable speed control of the change of engine speed in best burnup band by execution, can suppress to follow inertia (rotatory inertia) loss in the rotation change of driving engine 10 while the deterioration that suppresses engine efficiency, can suppress deterioration and the inhibition of engine efficiency follows in the inertia loss of the rotation change of driving engine 10 simultaneously, thereby, the drive system that can improve vehicle 1 efficiency on the whole.
And then, the driving-force control apparatus 500 related according to embodiments of the present invention discussed above, driving-force control apparatus 500 by hysteresis amplitude configuration part 540 state based on vehicle 1 set regulation hysteresis amplitude alpha, thereby, can more suitably set in consistent manner best burnup band X with the state of actual vehicle 1, so, the drive system that can further improve vehicle 1 efficiency on the whole.
And then, the driving-force control apparatus 500 related according to embodiments of the present invention discussed above, the operative condition that hysteresis amplitude configuration part 540 also can be configured to based on vehicle 1 is set regulation hysteresis amplitude alpha.
And then, the driving-force control apparatus 500 related according to embodiments of the present invention discussed above, the running sensing state that hysteresis amplitude configuration part 540 also can be configured to based on to vehicle 1 is set regulation hysteresis amplitude alpha.
And then, the driving-force control apparatus 500 related according to embodiments of the present invention discussed above, the motoring condition that hysteresis amplitude configuration part 540 also can be configured to based on vehicle 1 is set regulation hysteresis amplitude alpha.
And then, the driving-force control apparatus 500 related according to embodiments of the present invention discussed above, hysteresis amplitude configuration part 540 also can be configured to, the amplitude of fluctuation of the speed of a motor vehicle based on vehicle 1, the amplitude of fluctuation of the speed of a motor vehicle be in predefined the first specialized range during, the amplitude of fluctuation of accelerator open degree that requires the operational ton of operation as propulsive effort to vehicle 1 be in predefined the second specialized range during, the distribution of the propulsive effort of being realized by vehicle 1, the speed limit information of the road that vehicle 1 travels, the block information of the road that vehicle 1 travels, the range information of the turning information of the road that vehicle 1 travels or travel thing and this vehicle 1 that travel in the place ahead of vehicle 1, set regulation hysteresis amplitude alpha.
In this case, driving-force control apparatus 500 by hysteresis amplitude configuration part 540 state based on vehicle 1 suitably set regulation hysteresis amplitude alpha, thereby the drive system that can improve vehicle 1 efficiency on the whole and can improve driveability.
In addition, the related driving-force control apparatus of above-mentioned embodiments of the present invention is not limited to above-mentioned embodiment, in the scope of recording, can carry out various changes at claims.The related driving-force control apparatus of embodiments of the present invention also can form by combining a plurality of embodiments discussed above.
In addition, in the above description, though understand as combustion engine of the present invention and be suitable for the form of the multiple cylinder engine of injecting type in cylinder, but be not limited to the driving engine of this form, driving-force control apparatus of the present invention can also be suitable for the driving engine of type in upright arrangement or V-type engine, mouthful injecting type as combustion engine, also can bring into play same action effect in this case.In addition, burning form is also not limited to above-mentioned form.
In addition, in the above description, though understand the mode of the accelerator open degree operational ton use of the propulsive effort requirement operation (acceleration request operation) of vehicle being detected by accelerator open degree sensor 56 as chaufeur, be not limited to this.
Industrial applicibility
As mentioned above, driving-force control apparatus involved in the present invention can improve drive system efficiency on the whole, is applicable to being used in the various driving-force control apparatus of controlling vehicle drive force.
Claims (9)
1. a driving-force control apparatus, the propulsive effort based on to vehicle requires the operational ton of operation, controls the propulsive effort of this vehicle to being equipped on the internal-combustion engine rotational speed of engine torque that the combustion engine of this vehicle produces and this combustion engine, it is characterized in that,
In the situation that the operating point of the described combustion engine corresponding with described engine torque and described internal-combustion engine rotational speed is in best burnup band, the output that described propulsive effort based on current reality requires the operational ton of operation to carry out described combustion engine is controlled, and, carry out following rotation change inhibitory control: for the rotation of the described combustion engine of accepting to be passed, export and make the change-speed box of described internal-combustion engine rotational speed speed change carry out variable speed control, based target internal-combustion engine rotational speed, so that actual internal-combustion engine rotational speed becomes the converter speed ratio that the mode of described target internal-combustion engine rotational speed is controlled described change-speed box, suppress thus the change of the described internal-combustion engine rotational speed of reality, wherein, this best burnup band is to set the region with respect to the best burnup line of described combustion engine with regulation hysteresis amplitude for.
2. driving-force control apparatus as claimed in claim 1, is characterized in that, possesses:
Target control amount computing mechanism, based on described propulsive effort, require the operational ton of operation, calculate the change-speed box target control amount that the change-speed box of described internal-combustion engine rotational speed speed change was exported and made in the combustion engine target control amount of described combustion engine and the rotation of this combustion engine that acceptance is passed;
Combustion engine control mechanism, carries out the output of described combustion engine and controls based on described combustion engine target control amount; With
Speed changing control mechanism, carries out the variable speed control of described change-speed box based on described change-speed box target control amount;
Described target control amount computing mechanism, in the situation that the operating point of described combustion engine in described best burnup band, thinks that described operational ton does not change the described change-speed box target control amount that calculates.
3. driving-force control apparatus as claimed in claim 1, is characterized in that, possesses:
Target control amount computing mechanism, based on described propulsive effort, require the operational ton of operation, calculate the change-speed box target control amount that the change-speed box of described internal-combustion engine rotational speed speed change was exported and made in the combustion engine target control amount of described combustion engine and the rotation of this combustion engine that acceptance is passed;
Combustion engine control mechanism, carries out the output of described combustion engine and controls based on described combustion engine target control amount; With
Speed changing control mechanism, carries out the variable speed control of described change-speed box based on described change-speed box target control amount;
Described change-speed box target control amount is as the target input rotative speed of the input rotative speed of the target to the input of described change-speed box or as the target internal-combustion engine rotational speed of the described internal-combustion engine rotational speed of target;
Described target control amount computing mechanism, in the situation that the operating point of described combustion engine, in described best burnup band, keeps described change-speed box target control amount.
4. driving-force control apparatus as claimed in claim 1, is characterized in that, possesses the set mechanism that state based on described vehicle is set described regulation hysteresis amplitude.
5. driving-force control apparatus as claimed in claim 4, is characterized in that, described set mechanism is based on along with described internal-combustion engine rotational speed change, the loss of generation and the efficiency of internal combustion engine of described combustion engine are set described regulation hysteresis amplitude.
6. driving-force control apparatus as claimed in claim 4, is characterized in that, the speed of a motor vehicle of described set mechanism based on described vehicle or the propulsive effort of described vehicle is required to stipulate hysteresis amplitude described in operating and setting.
7. driving-force control apparatus as claimed in claim 4, is characterized in that, the distribution proportion of the propulsive effort of described set mechanism based on being realized by described vehicle is set described regulation hysteresis amplitude.
8. driving-force control apparatus as claimed in claim 4, is characterized in that, the state of the ambient environment of described set mechanism based on described vehicle is set described regulation hysteresis amplitude.
9. driving-force control apparatus as claimed in claim 4, it is characterized in that, described set mechanism, the amplitude of fluctuation of the speed of a motor vehicle based on described vehicle, the amplitude of fluctuation of the described speed of a motor vehicle in predefined the first specialized range during, during to the amplitude of fluctuation of the operational ton of the propulsive effort requirement operation of described vehicle in predefined the second specialized range, the distribution of the propulsive effort of being realized by described vehicle, the speed limit information of the road of described Vehicle Driving Cycle, the block information of the road of described Vehicle Driving Cycle, the turning information of the road of described Vehicle Driving Cycle or the range information travelling between thing and this vehicle travelling in the place ahead of described vehicle, set described regulation hysteresis amplitude.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2009/057456 WO2010119498A1 (en) | 2009-04-13 | 2009-04-13 | Drive force control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102395496A CN102395496A (en) | 2012-03-28 |
| CN102395496B true CN102395496B (en) | 2014-10-15 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN200980158715.7A Active CN102395496B (en) | 2009-04-13 | 2009-04-13 | Drive force control device |
Country Status (5)
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| US (1) | US8688337B2 (en) |
| JP (1) | JP5136686B2 (en) |
| CN (1) | CN102395496B (en) |
| DE (1) | DE112009004657B4 (en) |
| WO (1) | WO2010119498A1 (en) |
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- 2009-04-13 CN CN200980158715.7A patent/CN102395496B/en active Active
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| JPWO2010119498A1 (en) | 2012-10-22 |
| DE112009004657T5 (en) | 2012-08-02 |
| US20120035818A1 (en) | 2012-02-09 |
| JP5136686B2 (en) | 2013-02-06 |
| DE112009004657B4 (en) | 2017-11-23 |
| US8688337B2 (en) | 2014-04-01 |
| CN102395496A (en) | 2012-03-28 |
| WO2010119498A1 (en) | 2010-10-21 |
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